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L161— O-1096 


BUILDINGS  AND  STRUCTURES 


OF 


AMERICAN  RAILROADS. 


A    REFERENCE    BOOK 


FOR 


Railroad  Managers,   Superintendents,   Master  Mechanics, 
Engineers,  Architects,  and  Students. 


BY 

WALTER     G.     BERG,    C.E., 

PRINCIPAL    ASSISTANT    ENGINEER.LEHIG11    VALLEY    RAILROAD. 


LIBRARY 


NEW  YORK: 

JOHN     WILEY  ;&     SONS, 

5H    East   Tenth  Street. 


^ 


(K   C. 


Copyright,  1892, 

BY 

WALTER  G.  BERG. 


Ferbis  BBoa., 

S26  Pearl  Stieet, 
Kew  York. 


Robert  Drummond, 

Elect  rot  y per f 

ill  Jt  446  Pearl  Street, 

New  York. 


■Jj^  ois. 


PREFACE. 


This  work  is  intended  to  serve  as  a  reference  book  for  Railroad  Managers,  Superintend- 
ents, Master  Mechanics,  Engineers,  Architects,  Students,  and  others  connected  with  the 
various  departments  of  railroading  or  kindred  interests,  who  are  desirous  of  obtaining  data  as 
to  the  existing  practice  on  American  railroads  relating  to  any  of  the  subjects  discussed  in  the 
book.  Extracts  from  the  first  sixteen  chapters  were  previously  published  in  serial  form  in 
the  Railroad  Gazette,  and  met  with  favorable  and  encouraging  comments. 

It  is  hardly  necessary  to  call  attention  to  the  scarcity  of  American  literature  on  build- 
ings and  similar  structures  connected  with  the  station  service,  maintenance  of  way  and 
operating  departments  of  railroads.  With  the  exception  of  isolated  articles  to  be  found  in 
technical  periodicals  or  in  the  publications  of  professional  societies,  accurate  and  exhaustive 
data  relating  to  existing  railroad  structures  can  only  be  obtained  by  personal  inspection  or  by 
addressing  the  proper  department  official  in  charge  of  the  work  in  question.  The  purpose  of 
this  book  is  to  obviate  to  a  large  extent  the  necessity  of  railroad  men  and  others  in  search  of 
such  information  having  to  resort  to  tedious  investigations  and  personal  inquiries.  Attention 
is  also  called  to  the  fact  that  most  of  the  subjects  embraced  in  this  book  have  never  before 
been  discussed  in  print  in  a  systematic  and  thorough  manner. 

The  aim  of  the  author  has  been  to  present  a  collection  embodying  the  best  practice  for 
each  particular  class  of  structure,  whether  cheap  or  expensive,  and  showing  ihe  sundry  varia- 
tions caused  by  individual  views  or  local  conditions  in  different  sections  of  the  country. 
Particular  attention  has  been  paid  to  the  smaller  buildings  connected  with  the  roadway  and 
operating  departments.  The  cheap  and  simple  structures  in  use  in  the  thinly  settled  sections 
of  the  country  have  been  considered  of  as  much  importance  as  those  of  the  most  elaborate 
and  artistic  design. 

Each  subject  is  discussed  in  a  general  manner  at  the  beginning  of  the  corresponding 
chapter,  so  that  inexperienced  persons  can  gain  information  on  the  salient  points  and  con- 
trolling features  for  each  class  of  structures,  while  others  more  conversant  with  the  subject 
will  find  these  general  discussions  convenient  for  reference.  The  second  part  of  each  chapter 
is  devoted  to  detail  descriptions  and  illustrations  of  structures  in  use  on  American  railroads. 

The  extensive  territory  covered  is  shown  by  the  fact  that  over  five  hundred  different 
buildings  and  structures  are  described,  illustrated,  or  referred  to,  while  there  are  nearly  seven 
hundred  illustrations  accompanying  the  te.xt,  of  which  over  six  hundred  have  been  specially 
prepared  for  this  work.     The  illustrations,  which  range  from  the  simple  details,  general  plans. 


iv  PREFACE. 

sections,  and  elevations  of  structures,  to  elaborate  and  artistic  half-tone  cuts  of  exteriors  and 
interiors,  are  inserted  throughout  the  book  in  their  proper  places  opposite  the  text. 

The  collection  and  selection  of  the  necessary  data  and  the  preparation  for  publication  of 
such  a  large  number  of  illustrations  have  been  accomplished  only  by  great  assiduity  and  con- 
siderable expense.  The  intrinsic  merit  of  the  book  is  enhanced  by  the  fact  that  Engineers, 
Architects,  and  Railroad  Men  from  all  parts  of  the  country  have  placed  valuable  plans  and 
important  information  at  the  disposal  of  the  author  which  otherwise  would  be  very  difficult 
to  obtain. 

The  author  desires  to  express  his  thanks  to  all  who  have  so  generously  and  kindly 
assisted  him  in  the  preparation  of  this  book.  It  has  been  his  aim  to  give  credit  throughout 
the  book  to  the  originators  or  contributors  of  designs  or  data.  Where  the  designers  or  per- 
sons in  charge  of  work  are  not  mentioned,  it  is  because  they  were  unknown  to  the  author,  and 
not  through  any  desire  to  suppress  their  names. 

While  it  is  obviously  difficult  to  mention  all  persons  who  have  personally,  directly  or 
indirectly,  furnished  data  or  information  utilized  in  the  preparation  and  compilation  of  this 
book,  the  author  feels  bound  to  place  on  record  the  valuable  assistance  furnished  by  the  fol- 
lowing railroad  men,  engineers,  and  architects: 

L.  M.  Allen,  General  Passenger  Agent,  New  York  &  Northern  Railway. 

M.  J.  Becker,  Chief  Engineer,  Pennsylvania  Lines  West  of  Pittsburg. 

V.  G.  Bogue,  Chief  Engineer,  Union  Pacific  liailway. 

Geo.  W.  Boyd,  Assistant  General  Passenger  Agent,  Pennsylvania  Railroad. 

W.  W.  Boyington,  Architect,  Chicago,  111. 

E.  F.  Brooks,  Engineer  Maintenance  of  Way,  New  York  Division,  Pennsylvania  Railroad. 

E.  D.  B.  Brown,  Architect  and  Civil  Engineer,  New  York,  N.  Y. 
Wm.  H.  Brown,  Chief  Engineer,  Pennsylvania  Railroad. 

C.  W.  Bvichholz,  Chief  Engineer,  New  York,  Lake  Erie  &  Western  Railroad. 

R.  Caffrey,  Supervisor,  Eastern   Division,  Philadelphia  &  Reading  Railroad  (formerly  General  Road- 
master,  Lehigh  Valley  Railroad). 

H.  E.  Chaniberlin,  Superintendent,  Concord  Railroad. 

F.  A.  Chase,  Master  Mechanic,  Kansas  City,  St.  Joseph  &  Council  Bluilfs  Railroad. 
S.  F"rench  Collins,  Car  Department,  Lehigh  Valley  Railroad. 

P.  H.  Conradson,  formerly  Chemist,  New  York  &  New  England  Railroad. 
F.  S.  Curtis,  Chief  Engineer,  New  York,  New  Haven  &  Hartford  Railroad. 
Philip  H.  Dewitt,  Assistant  Engineer,  Lehigh  Valley  Railroad. 
Charles  B.  Dudley,  Chemist,  Pennsylvania  Railroad. 
H.  T.  Douglass,  Chief  Engineer,  Baltimore  &  Ohio  Railway. 
Cyrus  L,  W.  Eidlitz,  Architect,  New  York,  N.  Y. 

H.  Ferastrom,  Chief  Engineer,  Minnesota  &  Northwestern  Railroad  and  Chicago,  St.  Paul  &  Kansas 
City  Railroad. 

L.  Focht,  Assistant  Engineer,  Lehigh  Valley  Railroad. 

William  Forsyth,  Mechanical  Engineer,  Chicago,  Burlington  &  Quincy  Railroad. 

Wolcott  C.  Foster,  Civil  Engineer,  New  York,  N.  Y. 

J.  D.  Fouquet,  Assistant  Chief  Engineer,  New  York  Central  &  Hudson  River  Railroad. 

F.  W.  Fratt,  Chief  Engineer,  Wisconsin  Central  Railway. 

Geo.  H.  Frost,  Managing  Editor,  Engineering  Ncios,  New  York,  N.  Y. 

C.  C.  Genung,  Chief  Engineer,  Ohio  Valley  Railway. 

George  Gibbs,  Mechanical  Engineer,  Chicago,  Milwaukee  &  St.  Paul  Railway. 

T.  H.  Grant.  .Assistant  Engineer,  Central  Railroad  of  New  Jersey. 

Bradford  L.  Gilbert,  Architect,  New  York,  N.  Y. 

Walter  D.  Gregory,  formerly  Chemist,  New  York,  Lake  Erie  &  Western  Railroad. 

A.  Griggs,  Superintendent  of  Motive  Power,  New  York  &  New  England  Railroad. 


PREFACE.  V 

Charles  Hansel,  formerly  Resident  Engineer,  Wabasji,  St.  Louis  &  Pacific  Railway. 

S.  B.  Haupt.  Superintendent  Motive  Power,  Norfolk  &  Western  Railroad. 

Edwin  A.  Hill,  Chief  Engineer,  Indianapolis,  Decatur  &  Springfield  Railway. 

Hawthorne  Hill,  Managing  Editor,  The  Engineering  lilngasine.  New  York,  N.  Y. 

Julius  G.  Hocke,  Assistant  Engineer,  Lehigh  Valley  Railro.ul. 

W.  B.  W.  Howe,  Jr.,  Chief  Engineer,  S.ivannah,  Florida  &  Western  Railroad. 

F.  W.  Johnstone.  Superintendent,  Mexican  Central  Railroad. 

J.  M.  Jones,  Station  Master,  Concord  Railroad,  Concord  N.  H. 

W.  S.  Jones.  Chief  Engineer,  Chicago  &  Northern  Paciiic  Railroad. 

Walter  Katte.  Chief  Engineer,  New  York  Central  &  Hudson  River  Railroad. 

J.  W.  Kendrick,  Chief  Engineer,  Nortliern  Pacific  Railroad. 

John  S.  Lentz,  Superintendent  Car  Department,  Philadelphia  &  Reading  Railroad,  formerly  Super- 
intendent Car  Department,  Lehigh  Valley  Railroad. 

Chas.  F.  Loweth,  Civil  Engineer,  St.  Paul,  Minn. 

S.  D.  Mason,  Principal  Assistant  Engineer,  Northern  Pacific  Railroad. 

Wm.  Mcllvaine,  Civil  Engineer,  Philadelphia,  Pa. 

J.  M.  Meade,  Resident  Engineer,  Atchinson,  Topeka  &  Santa  Fe  Railroad. 

Alex.  Mitchel,  Superintendent  of  Motive  Power,  Philadelphia  &  Reading  Railroad,  formerly  Super- 
intendent, Lehigh  Valley  Railroad. 

R.  Montford,  Chief  Engineer.  Louisville  &  Nash-'illc  Railroad. 

H.  K.  Nichol,  Chief  Engineer,  Philadelphia  &  Reading  Railroad. 

C.  B.  Nicholson,  Chief  Engineer,  Cincinnati,  New  Orleans  &  Te.xas  Pacific  Railroad  and  Alabama  Great 
Southern  Railroad. 

W.  Barclay  Parsons,  Jr.,  Civil  Engineer,  author  of  "Track,"  New  York,  N.  Y. 

W.  F.  Pascoe,  Superintendent  Bridges  and  Buildings,  Lehigh  Valley  Railroad. 

Wm.  H.  Peddle,  Division  Superintendent  and  Engineer,  Central  Railroad  of  New  Jersey. 

H.  G.  Prout,  Editor,  Railroad  Gazette,  New  York,  N.  Y. 

L.  S.  Randolph,  Engineer  of  Tests.  Baltimore  &  Ohio  Railroad. 

A.  L.  Reed,  Chief  Engineer,  Port  Huron  &  Northwestern  Railway. 

C.  A.  Reed,  Supervising  Architect,  Minnesota  &  Northwestern  Railroad  and  Chicago,  St.  Paul  & 
Kansas  City  Railroad,  St.  Paul,  Minn. 

C.  Rosenberg,  General  Foreman,  Lehigh  Valley  Creosoting  Works  (formerly  Master  Carpenter,  New 
Jersey  Division,  Lehigh  Valley  Railroad). 

F.  E.  Schall,  Assistant  Engineer.  Lehigh  Valley  Railroad. 

F.  M.  Slater,  Chief  Engineer,  National  Docks  Railway. 

E.  F.  Smith,  Engineer  in  Charge,  Philadelphia  &  Reading  Terminal,  Philadelphia,  Pa. 

A.  W.  Stedman,  Chief  Engineer,  Lehigh  Valley  Railroad. 

C.  B.  Talbot,  Civil  Engineer,  Northern  Pacific  Railroad,  Tacoma,  Wash. 

J.  F.  Wallace,  Chief  Engineer,  Illinois  Central  Railroad. 

H.  F.  While,  Chief  Engineer,  Burlington,  Cedar  Rapids  &  Northern  Railroad. 

Wilson  Brothers  &  Co.,  Civil  Engineers  and  Architects,  Philadelphia,  Pa. 

H.  Wolters,  Architect,  Louisville,  Ky. 

The  technical  journals  am!  publications  have  been  carefufl)'  examined  in  order  to  furnish 
desirable  references  to  matter  previously  published.  The  author  takes  pleasure  in  acknowl- 
edging the  uniform  courtesy  extended  to  him  by  the  editors  of  the  technical  press  and  the 
liberal  spirit  manifested  in  according  permis.sion  to  quote  from  their  files.  The  publications 
thus  utilized  arc  as  follows:  American  Architect  and  Building  Nezvs ;  Engineering  Ncius  and 
American  Raihvay  Journal ;  Railroad  Gazette ;  Railroad  Topics;  The  Engineering  Magazine ; 
The  Engineering  Record  {Building  Record  and  The  Sanitary  Engineer) ;    Tlie  Inland  Architect 

and  Nezvs  Record  ;   The  Railroad  and  Engineering  Journal ;   The  Railway  Neivs  ;   The  Railway 
Revieiv  ;  and  others. 

The  preparation  of  this  work  has  extended  over  several  years,  not  through  any  lack  of 

enthusiasm  on  the  part  of  the  author,  but  owing  to  the  fact  that  the  book  liad  to  be  written 


vi  PREFACE. 

in  such  hours  that  could  be  spared  from  the  exacting  demands  of  an  extensive  professional 
practice.  The  author  trusts,  therefore,  tliat  any  omissions  or  deficiencies  found  in  the  book 
will  not  be  too  severely  criticised,  and  that  "  Buildings  and  Structures  of  American  Railroads" 
will  be  accepted  as  a  valuable  contribution  to  the  technical  literature  of  the  day  and  take  its 
place  among  standard  reference  books  in  the  libraries  of  Railroad  Men,  Engineers,  Architects 
Students,  and  others  interested  in  the  subject. 

New  York.,  N.  Y.,  December,  ist,  1892. 


TABLE    OF   CONTENTS. 


PAGB 

Preface iii 

Table  of  Contents vii 

List  of  Illustrations 

CHAPTER  I.     WATCHMAN'S  SHANTIES. 

General  Remarks I 

*Square  Watchman's  Shanty,  Richmond  &  Alleghany  Railroad 2 

*Octagonal  Watchman's  Shanty,  Richmond  &  Alleghany  Railroad 2 

Watchman's  Shanty,  Alleghany  Valley  Railroad 3 

*Watchman's  Shanty,  Philadelphia  c&  Reading  Railroad 3 

*Watchman's  Shanty,  Lehigh  Valley  Railroad. ^ 

*Watchman's  Shanty  of  Limited  Width,  Ne%v  York  Division,  Pennsylvania  Railroad 4 

Standard  Watchman's  Shanty,  Pennsylvania  Railroad 5 

*Watchman's  Shanty,  Norfolk  &  Western  Railroad 5 

Design  for  a  Watchman's  Shanty,  by  W.  B.  Parsons,  Jr 5 

CHAPTER  II.     SECTION  TOOL-HOUSES. 

General  Remarks 6 

*Standard  Section  Tool -house,  Pennsylvania  Railroad 7 

*Standard  Section  Tool-house,  Union  Pacific  Railway g 

*Standard  Hand-car  and  Tool-house,  Cincinnati  Southern  Railway g 

Standard  Tool-house,  Atchison ,  Topeka  &  Santa  Fe  Railroad 10 

*Standard  Tool-house,  Philadelphia  &  Reading  Railroad 10 

*Section  Tool-house,  Northern  Pacific  Railroad II 

*Single  Hand-car  House,  Northern  Pacific  Railroad 12 

Double  Hand-car  House,  Northern  Pacific  Railroad 12 

*Section  Tool-house,  Lehigh  Valley  Railroad 12 

Tool-house  Design  by  W.  B.  Parsons,  Jr 13 

Section  Tool-house,  Macon  &  Birmingham  Railroad 13 

CHAPTER  III.     SECTION  HOUSES. 

General  Remarks 14 

*Two-room  Section  House,  East  Tennessee,  Virginia  &  Georgia  Railroad 15 

Two-room  Section  House,  Cincinnati,  New  Orleans  &  Texas  Pacific  Railroad 15 

*Three-room  Section  House,  East  Tennessee,  Virginia  &  Georgia  Railroad 16 

*Three-room  Section   House,  Chesapeake  &  Ohio  Railway 16 

*Three-room  Section  House,  New  Orleans  &  North  Eastern  Railroad 17 

*Section  House,  Atchison,  Topeka  &  Santa  Fe  Railroad 18 

*  White  Men's  Section  House,  Northern  Pacific  Railroad 18 

*Two-story  Section  House,  Northern  Pacific  Railroad ig 

*Section  House,  Savannah,  Florida  &  Western  Railroad 20 

*  Illustrated. 


viii  TABLE   OF  CONTENTS.  j( 

PAGE 

*Tivo-story  Section  House,  Louisville  &  Nashville  Railroad 21 

*Desigii  for  a  Section  House  by  W.  B.  Parsons,  Jr 21 

*Standard  Section  House,  Gulf,  Colorado  &  Santa  Fe  Railroad .  • 2i 

Standard  Section  Houses,  Macon  &  Birminghain  Railroad 22 

CHAPTER  IV.     DWELLING-HOUSES  FOR  EMPLOYES. 

General  Remarks 23 

*Agent's  Dwelling,  Northern  Pacific  Railroad  System 23 

*Five-room  Cottage  "  K,"  Chesapeake  &  Ohio  Railway 24 

*Five-room  Cottage  "  L, "  Chesapeake  &  Ohio  Railway 25 

*Seven-room  Cottage,  Chesapeake  &  Ohio  Railway , 25 

*Dvvelling-house,  Union  Pacific  Railway 26 

*Dwelling-house,  Atchison,  Topeka  &  Santa  Fe  Railroad 27 

Employes'  Homes  of  Weslinghouse  Air-brake  Co.,  Wilmerding,  Pa 27 

CHAPTER  V.     SLEEPING  QUARTERS,  READING-ROOMS,  AND  CLUB-HOUSES  FOR  EMPLOYES 

General  Remarks 28 

*Bunk-house  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad '. . .  .  29 

*Bunk-house  at  Perth  Amboy,  N.  J.,  Lehigh  Valley  Railroad 29 

*Reading-room,  Union  Pacific  Railway 30 

^Railroad  Branch  Building,  Young  Men's  Christian  Association,  at  East  Buffalo,  N.  Y 31 

Employes'  Club-house,  Chicago,  Burlington  &  Northern  Railroad   32 

Railroad  Branch  Building,  Young  Men's  Christian  Association,  New  York  Central  &  Hudson  River  Railroad, 

New  York,  N.  Y 32 

Railroad  Men's  Club-house,  New  York  Central  &  Hudson  River  Railroad,  New  York,  N.  Y 32 

CHAPTER   VI.     SNOW-SHEDS   AND    PROTECTION-SHEDS    FOR   MOUNTAIN-SLIDES. 

General  Remarks 33 

*Snow-shed  on  Level  Ground,  Central  Pacific  Railroad 34 

*Snow-shed  on  Level  Ground,  Northern  Pacific  Railroad , 35 

*Snow-shed  over  Cuts  or  on  Side  Hills,  Northern  Pacific  Railroad 36 

*Snow-sheds,  Canadian  Pacific  Railway 3^ 

*Snow-shed  over  Cuts  or  on  Side  H ills.  Central  Pacific  Railroad 37 

*Protection-shed  for  Mountain-slides,  Oregon  &  California  Railroad 38 

CHAPTER  VII.     SIGNAL-TOWERS. 

General  Remarks 39 

*Octagonal  Signal-tower,  Philadelphia  &  Reading  Railroad .    40 

Square  Signal- tower,  Philadelphia  &  Reading  Railroad 4° 

Signal  Station,  Philadelphia,  Wilmington  &  Baltimore  Railroad 40 

*Elevated  Gate-house  at  Whitehaven,  Pa.,  Lehigh  Valley  Railroad 41 

*Standard  Signal-tower,  Pennsylvania  Railroad 42 

*Signal-tower  on  Depot  Building,  Richmond  &  Alleghany  Railroad 42 

*Signal-tower  at  Jutland,  N.  J.,  Lehigh  Valley  Railroad 42 

*Signal- tower  at  Hillsboro,  N.  j.,  Lehigh  Valley  Railroad 42 

*Signal-tower  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad 43 

*Two-legged  Signal  tower  at  Newark,  N.  J.,  Pennsylvania  Railroad, 44 

*One-legged  Signal- tower  at  Chicago,  111.,  Atchison,  Topeka  &  Santa  Fe  Railroad 44 

*Signal- tower  at  Jersey  City,  N.  J.,  Central  Railroad  of  New  Jersey 45 

Signal-tower  and  Bridge,  New  York  Central  &  Hudson  River  Railroad 45 

CHAPTER    VIII.     CAR-SHEDS    AND   CAR-CLEANING   YARDS. 

General  Remarks .., 46 

*Brick  Car-shed  at  Mauch  Chunk,  Pa.,  Lehigh  Valley  Railroad 47 

*Temporary  Car-sheds,  Richmond  &  Alleghany  Railroad 48 

*Frame  Car-shed  at  Wallula,  Wash.,  Northern  Pacific  Railroad 48 


TABLE  OF  CONTENTS.  ix 

PAGE 

*Car-cleaniiig  Platform  at  Jersey  City,  N.  J.,  Central  Railroad  of  New  Jersey 49 

*Carcleaning  Platform  Shed  at  Jersey  City,  N.  J  ,  Pennsylvania  Railroad 49 

Passenger-car  Yard  at  Chicago,  111.,  Pennsylvania  Railroad 5° 

CHAPTER    IX.     .ASHPITS. 

*General  Remarks 5^ 

^Standard  Ashpit,  Atchison,  T opeka  &  Santa  Fe  Railroad 56 

*Ashpit  at  Heron,  Mont.,  Northern  Pacific  Railroad 56 

*Ashpit  at  Packerton,  Pa.,  Lehigh  Valley  Railroad 57 

*Ashpit  at  Aurora,  111.,  Chicago,  Burlington  &  Quincy  Railroad 57 

Ashpit,  Kansas  City,  St.  Joseph  &  Council  Biul'fs  Railroad 58 

*Rail-chair,  Savannah,  Florida  &  Western  Railroad 5S 

*.Ashpit,  Lehigh  &  Susquehanna  Railroad 59 

Ashpit  Cinder-loading  Plant,  Cincinnati,  Washington  &  Baltimore  Railroad 59 

Ash-conveyor  at  Port  Richmond,  Philadelphia,  Pa.,  Philadelphia  &  Reading  Railroad 59 

CHAPTER  X.     ICE-HOUSES. 

General  Remarks ^o 

*Design  for  a  Fifty-ton   Ice-house ^4 

Fifty-ton  Ice-house,  Jersey  City  Termin.d,  Leliiglt  Valley  Railroad 64 

One-hundred-and-fifty-ton  Ice-house  at  South  Bethlehem,  Pa.,  Lehigh  Valley  Railroad O5 

*Standard  Five-hundred-ton  Ice-house,  Chicago,  St.  Paul  &  Kansas  City  Railroad 65 

*Fifteen-hundred-ton  Ice-house  at  Sayre,  Pa.,  Lehigh  Valley  Railroad 66 

*Two-thousand-ton  Ice-house  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad   67 

*Fifteen-hundred-ton  Ice-house  at  Nickerson,  Kan.,  Atchison,  Topeka  &  Santa  Fe  Railroad 68 

*Fifteen-hundred-ton  Brick  Ice-house  at  Mauch  Chunk,  Pa.,  Lehigh  Valley  Railroad 69 

Sixteen-hundred-ton  Ice-house,  PhiUipsburg,  N.  J.,  Lehigh  Valley  Railroad 7° 

CHAPTER   XI.     SAND  HOUSES. 

General  Remarks. .'. 7i 

*Sand-house  at  Richmond,  Va.,  Richmond  &  Alleghany  Railroad 74 

*Sand-house,  Atchison,  Topeka  &  Santa  Fe  Railroad 75 

*Sand-house  at  Perth  Amboy,  N.  J.,  Lehigh  Valley  Railroad 76 

*Sand-house  Design,  Philadelphia  &  Reading  Railroad 76 

Sand  house  at  Burlington,  111.,  Chicago,  Burlington  &  Quincy  Railroad 76 

Sand-house  at  Columbus,  O.,  Pittsburg,  Cincinnati  &  St.  Louis  Railway 77 

*Sand-house  Design  for  Lehigh  Valley  Railroad 77 

*Sand-house  at  Cressona,  Pa.,  Philadelphia  ^S:  Reading  Railroad   78 

Sand-drier  at  Connemaugh,  Pa.,  Pennsylvania  Railroad : 78 

Sand-house  at  Weatherly,  Pa.,  Lehigh  Valley  Railroad 79 

Design  for  Sand-house,  Lehigh   Valley  Railroad 79 

*Sand-house  at  Washington,  D.  C,  Pennsylvania  Railroad 79 

CHAPTER    XII.     OIL-STORAGE    HOUSES. 

General  Remarks °' 

*Frame  Oil  and  Waste  Storage  Shed  at  Penh  .^.mboy,  N.  J.,  Lehigh  Valley  Railroad 83 

*Brick  Oil-house  at  Perth  Amboy,  N.  J.,  Lehigh  Valley  Railroad 83 

*Stone  Oil  and  Waste  House  at  Lehighton,  Pa.,  Lehigh  Valley  Railroad 85 

Brick  Oil-house  at  West  Philadelphia,  Pa.,  Pennsylvania  Railroad 85 

*Brick  Oil  and  Waste  House,  Mexican  Central  Railroad 86 


Oil  house  at  Denver,  Col.,  Union  Pacific   Railway. 


86 


*Frame  Oil-storage  and  Car-inspector's  House  at  Penh  Amboy,  N.  J.,  Lehigh  Valley  Railroad 87 

*Frame  Oil-storage  and  Car-inspector's  House  at   Packerton,  Pa.,  Lehigh  Valley  Railroad 87 

*Brick  Oil-house  at  Washington,  D.  C,  Pennsylvania  Railroad 8S 

*Brick  Oil-house  at  Jersey  City,  N.  J.,  Pennsylvania  Railroad 89 

*Brick  Oil-storage  House  at  Western  Avenue,  Chicago,  111.,  Chicago,  Burlington  &  puincy  Railroad , 90 


X  TABLE   OF  CONTENTS. 

CHAPTER  XIII.     OIL-MIXING    HOUSES. 

PAGE 

General  Remarks 93 

*Oil  mixins;  House  at  Aurora,  III.,  Chicago,  Burlington  &  Quincy  Railroad 95 

*Oil-mi.xing  House  at  Meadow  Shops,  Newark,  N.  J.,  Pennsylvania  Railroad 96 

Oil-Mi.\ing  House  at  Mt.  Clare  Shops,  Baltimore,  Md.,  Baltimore  &  Ohio  Railroad ' gS 

*Oil-Mi.xing  House  at  Altoona,  Pa.,  Pennsylvania  Railroad 99 

*Oil-Mi-xing  House  at  Susquehanna,  Pa.,  New  York,  Lake  Erie  &  Western   Railroad 100 

Oil-mi.xing  House  at  Milwaukee,  Wis.,  Chicago,  Milwaukee  &  St.  Paul  Railway lOi 

Oil-mi.xing  Houses  of  the  New  York  &  New  England  Railroad loi 

*Oil-mixing  House  Design,  Packerton,  Pa.,  Lehigh  Valley  Railroad   103 

*Oil-mixi[ig  House  at  Perth  Amboy,  N.  J.,  Lehigh  Valley  Railroad 104 

*Chemical  Laboratory  at  South  Bethlehem,  Pa.,  Lehigh  Valley  Railroad 110 

CHAPTER   XIV.     WATER    STATIONS. 

General  Remarks 113 

*General  Design  of  a  Circular  Water-tank ■. iiS 

■"Square  Water-tank,  Philadelphia  &  Reading  Railroad 119 

Standard  16  ft.  X  24  ft..  Circular  Water-tank,  Wabash,  St.  Louis  &  Pacific   Railway .  119 

Standard,  16  ft.  X  24  ft..  Circular  Water-tank,  Cincinnati  Southern  Railway 120 

*Standard,  14  ft.  X  22  ft.,  Circular  Water-tank,  Pennsylvania  Railroad 120 

Standard,  14  ft.  X  iS  ft..  Circular  Water-tank,  Pennsylvania  Railroad 122 

*Slandard,  15  ft.  X  16  ft.,  Circular  Water-tank,  Savannah,  Florida  &  Western  Railway 122 

*Slandard,  16  ft.  X  24  ft..  Circular  Water-tank,  Chicago,  St.  Paul  &  Kansas  City  Railway 123 

Standard,  16  ft,  X  24  ft.,  Circular  Water-tank,  Atchison,  Topeka  &  Santa  Fe  Railroad 124 

Standard,  16  ft.  X  16  ft..  Circular  Water-lank,  Northern   Pacific  Railroad 124 

Standard,  16  ft.  X  24  ft..  Circular  Water-tank,  Northern  Pacific  Railroad 124 

*  High  Water-tank,  Northern  Pacific  Railroad 123 

^Standard,  16  ft.  X  20  ft..  Circular  Water-tank,  Lehigh  Valley  Railroad ....  126 

*Standard,  16  ft.  X  30  ft.,  Circular  Water-tank,  Lehigh  Valley  Railroad 127 

Standard,  16  ft.  X  24  ft..  Circular  Water-tank,  Union  Pacific  Railway 129 

Feed  Water-trough,  Pennsylvania  Railroad 129 

CHAPTER  XV.     COALING  STATIONS  FOR  LOCOMOTIVES. 

General  Remarks 130 

*Derrick  Coal-shed,  Wisconsin  Central  Railroad 141 

*Derrick  Coal-house,  Northern  Pacific  Railroad   142 

Stationary  Crane-and- Bucket  System,  Des  Moines  &  Fort  Dodge  Railway 143 

Stationary  Crane-and- Bucket  System,  New  York,  Chicago  &  St.  Louis  Railway 143 

Travelling  Crane  for  Coaling  Engines  at  Columbus,  O.,  Pittsburg,  Cincinnati  &  St.  Louis  Railway 143 

*Coaling  Platform  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad 145 

*Cualing  Platform  at  Lehighton,  Pa.,  Lehigh  Valley   Railroad 145 

Coaling  Platform  at  South  Easton,  Pa.,  Lehigh  Valley  Railroad 146 

Coaling  Platform,  Chicago  &  Grand  Trunk   Railway 146 

-Coaling  Platform,  St.  Louis,  Iron  Mountain  &  Southern  Railway 147 

Coaling  Platform  with  Tipping  Trolley  Dump-car,  Connecticut  River  Railroad 147 

Coaling  Platform  with  Tipping  Trolley  Dump-car,  New  York,  Chicago  &  St.  Louis  Railroad 147 

Coaling  Platform  with  Tipping  Trolley  Dump-cars,  Northern  Central  Railroad 147 

Coaling  Platform  at  Altoona,  Pa.,  Pennsylvania  Railroad. . . 148 

Coaling  Platform  at  West  Philadelphia,  Pa.,  Pennsylvania  Railroad 148 

Coaling  Platform  at  East  Tyrone,  Pa.,  Pennsylvania  Railroad 148 

*Elevated  Coal-shed,  Northern  Pacific  Railroad 148 

Coal-chutes,  Baltimore  &  Ohio  Railroad 148 

Coal-chutes  at  Southport,  N.  Y.,  New  York,  Lake  Erie  i:  Western  Railroad 149 

*Coal-chutes,  New  Orleans  &  Northeastern  Railroad 149 

*Coal-chutes  at  Scottsville,  Va.,  Richmond  &  Alleghany  Railroad 150 

New  Coal-chutes  at  Waverly,  N.  Y.,  New  York,  Lake  Erie  &  Western  Railroad 150 

Coal-chntes  at  Hornellsville,  N.  Y.,  New  York,  Lake  Erie  &  Western  Railroad ....  151 

Old  Coal -chutes  at  Waverly,  N.  Y.,  New  York,  Lake  Erie  iS:  Western   Railroad 151 

'Coal-chutes  at  Susquehanna,  Pa.,  New  York,  Lake  Erie  &  Western  Railroad 151 


TABLE   OF  CONTENTS.  xi 


PAGE 


Coal-chutes  at  Buffalo.  N.  Y.,  and  at  Connellsville,  Pa   151 

*Coal-buiikers,  Northern  Pacific  Railroad 151 

•Standard  Coal-chutes,  Wabash,  St.  Louis  &  Pacific  Railway 152 

*Coalchutes  at  Black  Diamond  Mine,  Wabash,  St.  Louis  &  Pacific  Railway 153 

*CoaI-chutes  at  Wilkesbarre,  Pa.,  Lehigh  Valley  Railroad 153 

*Coal-chute,  Atchison,  Topeka  &  Santa  Ke  Railroad. ...    153 

Collin's  System  for  Coaling  Locomotives,  Pennsylvania  Railroad 154 

Overhead  Coaling  Station  at  Hackensack  Meadows,  Jersey  City,  N.  J.,  Pennsylvania  Railroad 155 

Overhead  Coaling  Station  at  Gray's  Ferry,  Philadelphia,  Wilmington  &  Baltimore  Railroad 155 

Overhead  Coaling  Station  at  Aurora,  111.,  Chicago,  Burlington  &  Quincy  Railroad 156 

*Coaling  Station  with  Vertical  Bucket  elevator  at  Jersey  City,  N.  J.,  National  Docks  Railway 156 

*Coaling  Station  with  Trough-conveyor  Elevator  at  Oneonta,  N.  Y.,  Delaware  &  Hudson  Canal  Co 157 

*Proposed  Overhead  Coaling  Station   with  Trough-conveyor  Elevator  at   Hamplon  Junction,  N.  J.,  Central  Rail- 
road of  New  Jersey 15S 

*Siisemihl  Coal-chule  at  Jackson  Junction,  Mich.,   Michigan  Central  Railroad 160 

*Burnett-Clifton  Coal-chute 160 

*Coaling  Station  at  East  New  York,  Union  Elevated  Railroad.  Brooklyn,  N.  Y 164 

*Coaling  Station  at  Velasco,  Te.\   165 

Coaling  Station  at  Port  Richmond,  Philadelphia,  Pa.,  Philadelphia  &  Reading  Railroad 165 

CHAPTER  XVL     ENGINE-HOUSES. 

General  Remarks 166 

Engine-house  at  West  Philadelphia  Shops,  Pennsylvania   Railroad 175 

*Engine-hotise  at  31st  Street,  West  Philadelphia,  Pa.,  Pennsylvania  Railroad 177 

*Engine-house  at  Mt.  Pleasant  Junction,  Jersey  City,  N.  J.,  Pennsylvania  Railroad 180 

*Engine-house  at  Roanoke,  Va..  Norfolk  &  Western  Railroad 183 

*Engine-house  at  Lehighton,  Pa.,  Lehigh  Valley  Railroad 184 

Engine-house  at  Richmond,  Va.,  Richmond  tS:  Alleghany  Railroad 187 

*Engine-house,  Northern  Pacific  Railroad 1S8 

*Engine-house  Design,  Philadelphia  &  Reading  Railroad l8q 

*Engine-house  at  Grand  Crossing,  Wis.,  Chicago,  Burlington  &  Northern  Railroad , ,  io>j 

*Engine-house  at  Clinton,  la.,  Burlington,  Cedar  Rapids  &  Northern  Railway igi 

*Engine-house,  Alabama  Great  Southern  Railroad ig2 

*Enginehouse  at  Beardstown,  III.,  Chicago,  Burlington  &  Quincy  Railroad ig3 

*Engine-hnuse  at  Waycross,  Ga.,  Savannah,  Florida  &  Western  Railway 194 

*Engine-house  at  Ashland,  Wis.,  Wisconsin  Central  Railroad igj 

*Enginehouse  at  Wilkesbarre,  Pa.,  Lehigh  Valley   Railroad , 196 

*Engine-house  at  Towanda,  Pa.,  Lehigh  Valley  Railroad 197 

Square  Brick  Engine-house  at  Mauch  Chunk,  Pa..  Lehigh  Valley  Railroad 197 

Square  Brick  Engine-house  at  New  Castle,  Pa.,  New  York,  Lake  Erie  &  Western  Railroad 198 

*Engine-house  at  East  Mauch  Chunk,  Pa.,  Lehigh  Valley  Railroad 198 

*Engine-house  at  Orwigsburg,  Pa.,  Lehigh  Valley  Railroad 200 

Engine-house  and  Car-shop  Rotunda  at  Mt.  Clare,  Baltimore,  Md.,  Baltimore  &  Ohio  Railroad     201 

CHAPTER    XVII.     FREIGHT-HOUSES. 

*General  Remarks 202 

*Frelght-house  for  Way-stations,  Boston,  Hoosac  Tunnel  &  Western  Railway 214 

Freight-houses  at  Brownwood,  Tex.,  and  at  Gainesville,  Te.\.,  Gulf,  Colorado  &  Santa  Fe  Railroad 215 

*  Freight-house  for  Way-stations,  Chesapeake  &  Ohio  Railway 215 

•Freight-house  for  Way-stations,  Northern  Pacific  Railroad 216 

*Freight-house  for  Way-stations,  Northern  Pacific  Railroad 216 

'Standard  Frame  Freight-house  for  Way-stations,  Pennsylvania  Railroad 217 

'Standard  Brick  Freight-house  for  Way-stations,  Pennsylvania  Railroad 218 

*Freight-house  at  New  Hampton,  Minn.,  Minnesota  &  Northwestern  Railroad 219 

*Freight-house  at  Gainesville,  Fla.,  Savannah,  Florida  &  Western  Railway 220 

'Terminal  Freight-house  at  Jacksonville,  Fla.,  Savannah.  Florida  &  Western  Railway 220 

*Termln.al  Freight-house  at  Grand  Street,  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad 220 

'Terminal  Freight-house  at  Newark,  N.  J.,  Lehigh  Valley  Railroad 221 

'Terminal  Freight-house  at  Richmond,  Va.,  Richmond  &  .Mleghany  R.illrciad 224 


TABLE   OF  CONTENTS. 


PAGE 


Terminal  Freight-house  at  St.  Louis,  Mo.,  St.  Louis,JKcot:ulc  it   Northwestern  Railroad 224 

Terminal  Freight-house  at  Cincinnati,  O.,  Chesapeake  &  Ohio  Railway 225 

*Single  story  Terminal  Freight-pier  Shed  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad 225 

*Single-story  Terminal  Freight-pier  Shed  at  Jersey  City,  N.  J.,  Pennsylvania  Railroad 227 

Single  story  Iron  Terminal  Freight-pier  Shed  at  New  York,  N.  Y.,  New  York  Central  &  Hudson   River  Railroad  227 

*Double-story  Terminal   Freight-pier  Shed  at  Jersey  City,  N.  |.,  Lehigh  Valley  Railroad 227 

*Double-story  Terminal  Freight-pier  Shed  at  Harsimus  Cove,  Jersey  City,  N.  J.,  Pennsylvania  Railroad 230 

*Double-story  Terminal  Freight-pier  Shed  on  Grand  Street  Pier,  Jersey  City,  N.  J.,  Pennsylvania  Railroad 231 

Double-story  Terminal  Freight-pier  Shed  at  VVeehawken,  N.  J.,  West  Shore  Railroad 231 

Double-story  Terminal  Freight-pier  Shed  on  Pier  B,  at  Weehawken,  N.  J.,  New  York,  Lake  Erie  &  Western  Rail- 


road. 


232 


*Double-story  Terminal  Freight-pier  Shed  at  Weehawken,  N.  J.,  New  York,  Lake  Erie  iSc  Western  Railroad 232 

Single-story  Terminal  City  Freight-pier  Shed  on   Pier  No.  21,  North  River,  New  York,  N.  Y.,    New  York,  Lake 

Erie  &  Western  Railroad 232 

*SingIe-story  Terminal  City   Freight-pier  Shed  on   Pier  No.   27,   North   River,  New   York,   N.   Y.,    Pennsylvania 

Railroad 232 

*Single-story  Terminal  City  Freight-pier  Shed  on  Pier  No.  i,  North  River,  New  York,  N.  Y.,  Pennsylvania  Rail- 
road    233 

*Single-story  Terminal  City  Freight-pier  Shed  at  Foot  of  Franklin  Street,  North  River,  New  York,  N.  Y.,  West 

Shore  Railroad 233 

*Standard  Guano  Warehouse,  Savannah,  Florida  &  Western  Railway 234 

CHAPTER  XVn.     PLATFORMS,  PLATFORM-SHEDS,  AND  SHELTERS. 

General  Remarks 235 

Low  Platform,  Pottsville  Branch,  Lehigh  Valley  Railroad 239 

Low  Platform,  Northern  Pacific  Railroad 239 

Low  Platform  at  Flag-depot  with  Dwelling,  Pennsylvania  Railroad 239 

Low  Platform  at  Flag-depot,  Philadelphia  &  Reading  Railroad 239 

Low  Platform,  Minnesota  &   Northwestern  Railroad 239 

Low  Platform  at  Combination  Depots,  St.  Louis  &   Pacific  Railway 239 

Low  Platform  at  Combination  Depots,  Union   Pacific  Railway 240 

Low  Platform  at  Combination  Depots,  Burlington,  Cedar  Rapids  &  Northern  Railway 240 

Low  Platform  at  Local  Passenger  Depots  and  Combination  Depots,  Pennsylvania  Lines  West  of  Pittsburg,  South- 
west System 240 

High  Platform  at  Local  Freight-house,  Northern  Pacific  Railroad 240 

High  Platform  at  Local  Freight-house,  Minnesota  &  Northwestern   Railroad 240 

High  Platform  at  Freight-house  at  Gainesville,  Fla.,  Savannah,  Florida  &  Western  Railway 240 

High  Platform  Terminal   Freight-house  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad 240 

High  Platform  Terminal  Freight-house  at  Weehawken,  N.  J.,  New  York,  Lake   Erie  &  Western  Railroad 240 

High  Platform  at  Combination  Depot  at  Hilliard,  Ga.,  Savannah,  Florida  &  Western  Railway 240 

High  Platform  at  Local  Freight  Depots,  Pennsylvania  Railroad 240 

High  Platform  at  Combination  Depots,  Cincinnati  Southern  Railway 240 

Combined  High  and  Low  Platform  at  Combination  Depots,  Kansas  City  &  Emporia  Railroad 240 

Standard  Platforms,  New  York,  Pennsylvania  &  Ohio  Railroad 240 

Passenger  Platform,  Northern  Pacific   Railroad 241 

*Standard  Platforms,  West  Shore  Railroad 241 

*Platform-shed  and  Shelter  for  Passenger  Stations,  Pennsylvania  Railroad 241 

*Platform-shed,  Philadelphia  &  Reading  Railroad 242 

*  Platform-shed  for  Passenger  Depot,  Allen  town.  Pa. ,  Lehigh  Valley  Railroad 242 

*Platform-sheds  at  Atlantic  City,  N.  J.,  Philadelphia  &  Reading   Railroad 242 

*Platform-shed  at  Passenger  Depot,  Rye,  N.  Y..  New  York,  New  Haven  &  Hartford  Railroad 242 

*Platform-sheds,  Union  Depot,  Kansas  City,  Mo 243 

♦Shelter  for  Horses  and  Carriages  at  Germantown  Junction,  Pa.,  Pennsylvania  Railroad   244 

♦Shelter,  Norfolk  &  Western  Railroad 244 

Shelter,  Philadelphia,  Wilmington  &  Baltimore  Railroad 244 

♦Shelter  and  Overhead  Foot-bridge  at  Bedford  Park,  N.  Y.,  New  York  Central  tS:  Hudson  River  Railroad 245 

CHAPTER  XIX.     COMBINATION  DEPOTS. 

♦General  Remarks 246 

♦Combination  Depots,  Minnesota  &  Northwestern  Railroad 249 


TABLE  OF  CONTENTS.  xiii 

PAGE 

*Conibination  Depot,  Pine  Creek  &  Buffalo  Railway 250 

*Combination  Depot  at  Cherry  Ford,  Pa.,  Lehigh  Valley  Railroad 251 

*Combination  Depot,  Class  "  A,"  Richmond  &  Alleghany  Railroad 251 

*Conibination  Depot,  Class  "  B,''  Richmond  &  Alleghany  Railroad 251 

♦Combination  Depots,  Pennsylvania  Lines  West  of   Pittsburg 252 

Combination  Depot  with  Dwelling-rooms,  Pennsylvania  Lines  West  of  Pittsburg,  Southwest  System 252 

Combination  Depot,  Chesapeake  &  Ohio  Railway 253 

Combination  Depot,  Ohio  Valley   Railway 253 

♦Combination  Depot,  Cincinnati  Southern  Railway 253 

♦Combination  Depot,  Burlington,  Cedar  Rapids  &  Northern   Railway 254 

♦Combination  Depot,  Wabash,  St.  Louis  &  Pacific  Railway 255 

♦Combination  Depot,  Kansas  City  &  Emporia  Railroad 256 

♦Combination  Depot  at  Hilliard,  Ga.,  Savannah,  Florida  &  Western  Railway 256 

♦Combination  Depot,  Philadelphia  &  Reading  Railroad 25(, 

♦Combination  Depot  and  Office  Building  at  Williamsburg,  Va.,  Chesapeake  &  Ohio  Railway 257 

♦Combination  Depot  with  Dwelling-rooms,  Northern  Pacific  Railroad 257 

Combination  Depot  with  Dwelling,  at  Coeur  d'Alene,  Wash.,  Spokane  &  Idaho  Railroad 258 

♦Standard  Combination  Depots,  Savannah,  Florida  &  Western  Railway 25S 

♦Combination  Depot,  Class  No.  i.  Northern  Pacific  Railroad 259 

Combination  Depot,  Class  No.  2,  Northern  Pacific  Railroad 259 

Combination  Depot  with  Dwelling,  Chesapeake  &  Ohio  Railway 260 

♦Combination  Depot  with   Dwelling,  Union  Pacific  Railway 260 

♦Combination  Depot  at  Grovetown,  Ga.,  Georgia  Railroad 260 

♦Combination  Depot  at  Providence,  Pa.,  New  York,  Ontario  &  Western  Railroad 261 

♦Combination  Depot  at  Farmersville,  Tex.,  Gulf,  Colorado  &  Santa  Fe  Railroad 262 

Combination  Depots,  Port  Huron  &  Northwestern  Railway 263 

Standard  Combination  Depot,  Macon  &   Birmingham  Railroad 263 

CHAPTER  XX.     FLAG-DEPOTS. 

General  Remarks 264 

♦Frame  Flag-depot  at  St.  Paul,  Minn.,  Minnesota  &  Northwestern  Railroad 26O 

♦Frame  Flag-depot,  Poltsville  Branch,  Lehigh  Valley  Railroad 206 

♦Frame  Flag-depot  at  Wayne  Station,  Pa.,  Pennsylvania  Railroad 267 

Frame  Flag-depot,  Ohio  Valley   Railway 267 

♦Frame  Flag-depot  at  Tabor,  Pa.,  Philadelphia  &  Reading  Railroad -. 268 

♦Stone  Flag-depot  at  Forest  Hill,  N.  J.,  New  York  &  Greenwood  Lake  Railroad 26g 

Frame  Flag-depot,  West  Shore  Railroad ' 269 

♦Frame  Flag-depot,  Pennsylvania  Railroad 270 

♦Frame  Flag-depot  with   Dwelling,  Pennsylvania  Railroad 270 

♦Brick  Flag-depot  with  Dwelling,  Pennsylvania  Rail  load 272 

Frame  Flag  depot  with  Dwelling  at  Principio,  Md.,  Philadelphia,  Wilmington  &  Baltimore  Railroad 273 

♦Frame  Flag-depot  with  Dwelling,  Northern  Pacific  Railroad 273 

♦Frame  Flag-depot  with  Dwelling,  at  Magnolia,  Del.,  Philadelphia.  Wilmington  &  Baltimore  Railroad 274 

Flag-depots,  Chicago  &  Ncjrth western  Railroad 275 

Flag-depot  at  Van  Buren  Street,  Chicago,  111.,  Illinois  Central  Railroad 276 

Flag-depot  with  Dwelling,  at  Norwood  Park,  N.  Y 276 

Flag-depot  Design,  with  Dwelling 276 

"Flag-depot  at  Chestnut  Hill,  Mass.,  Boston  &  Albany  Railroad 276 

Fl.ig-depot  at  Woodland,  Mass.,  Boston  &  Albany  Railroad 277 

Fl.ig-depot  ai  Waban,  Mass.,  Boston  eS:  Albany  Railroad 277 

Flag-depot  at  Wellesley  Hills,  Mass.,  Boston  ,S:  Albany  Railroad 277 

CHAPTER    XXI.     LOCAL  PASSENGER  DEPOTS. 

General  Remarks 278 

Single-story  Passenger  Depot,  Chesapeake  &  Ohio  Railway 285 

♦Two-story  Passenger  Depot,  Chesapeake  &  Ohio  Railway 286 

♦Standard  Passenger  Depot,  Class  "  C,"  Pennsylvania  Lines  West  of  Pittsburg,  Southwest  System 2S6 

♦Standard  Passenger  Depot,  Class  "  F,"  Pennsylvania  Lines  West  of  Pittsburg,  Southwest  System 287 

♦Passenger  Depot,  Northern  Pacific  Railroad 287 

♦Passenger  Depot,  Ohio  Valley   Railway 288 


XIV  TABLE  OF  CONTENTS. 

PAGE 

*Single-story  Passenger  Depot,  Richmond  &  Alleghany  Railroad = 283 

*Two-story  Passenger  Depot,  Richmond  &  Alleghany  Railroad 2S9 

*Passenger  Depot,  Class  "  F,"  Minnesota  tS:  Northwestern  Railroad 289 

*Passenger  Depot  at  Spokane  Falls,  Wash.,  Northern  Pacific   Railroad 2S9 

*Passenger  Depot,  Boston,  Hoosac  Tunnel  &  Western  Railway 290 

*Local  Passenger  Depot,  Louisville  &  Nashville  Railroad 291 

*Passenger  Depot  at  Columbia.  Ky.,  Louisville  &  Nashville  Railroad 291 

*Suburban  Passenger  Depot,  New  York  Central  &  Hudson  River  Railroad 292 

*Passenger  Depot  at  Tamaqua,  Pa.,  Central  Railroad  of  New  Jersey 292 

*Junclion  Passenger  Depots,  Indianapolis,  Decatur  &  Springfield  Railway 293 

*Junction  Depot  at  Humboldt,  Tenn.,  Louisville  &  Nashville  Railroad 293 

*Passenger  Depot  at  Picton,  N.  J.,  Lehigh  Valley  Railroad 294 

*Passenger  Depot  at  Pottsville,  Pa.,  Pennsylvania  Railroad 294 

*Passenger  Depot  at  Laury's,  Pa.,  Lehigh  Valley   Railroad 296 

*Passenger  Depot  at  Allen  Lane,  Pa.,  Philadelphia,  Gerniantown  &  Chestnut  Hill  Railroad 296 

*Passenger  Depot  at  South  Park,  Minn.,  Minnesota  &  Northwestern  Railroad   297 

*Passenger  Depot  at  Somerville,  N.  J.,  Central  Railroad  of  New  Jersey ■ 298 

*Pa5senger  Depot  at  Wilkesbarre,  Pa.,  Lehigh  Valley  Railroad 300 

*Passenger  Depot  at  Kalamazoo,  Mich.,  Michigan  Central  Railroad 301 

*Passenger  Depot  at  Ann  Arbor,  Mich.,  Michigan  Central  Railroad 303 

Passenger  Depot  at  Bay  City,  Mich.,  Michigan  Central  Railroad 303 

*Passenger  Depot  at  Battle  Creek,  Mich.,  Michigan  Central  Railroad 304 

*Passenger  Depot  at  De.xter,  Mich.,  Michigan  Central  Railroad   305 

*Passenger  Depot  at  Rye,  N.  Y.,  New  York,  New  Haven  &  Hartford  Railroad 305 

Junction-station   Passenger  Depot  at   Palmer,    Mass.,   Boston  &  Albany  Railroad  and  New  London  &  Norwich 

Railroad 305 

Passenger  Depot  at   Newcastle,  Pa.,  Pittsburgh   &   Lake    Erie   Railroad,  and   Buffalo,  New  York   &   Philadelphia 

Railway 307 

*Passenger  Depot  at  Fort  Payne.  Ala. ,  Alabama  Great  Southern  Railroad 307 

*Passenger  Depot  at  Bowenville  Station,  Fall  River,  Mass.,  Old  Colony  Railroad 309 

Passenger  Depot  at  St.  Paul  Park  Station,  Chicago,  Burlington  &  Northern  Railroad 311 

Passenger  Depot  at   Mott  Haven  Station,  i3Slh  Street,  New  York  City,  New  York  Central  &  Hudson  River  Rail- 
road     311 

•Passenger  Depot  at  Melrose,  New  York  City.  New  York  Central  &  Hudson  River  Railroad 312 

Passenger  Depot  at  Ottumwa,  la.,  Chicago,  Burlington  &  Quincy  Railroad 313 

*Passenger  Depots  at  Yonkers,  N.  Y.,  and  at  Brvn  Mawr,  N.  Y.,  New  York  &  Northern  Railway   314 

Passenger  Depot  at  South  Park,  111.,  Illinois  Central  Railroad 315 

Passenger  Depot  at  Charlotte,  N.  C,  Richmond  &  Danville  Railroad 315 

Passenger  Depot  at  Kensington  Avenue,  Buffalo,  N.  Y.,  New  York,  Lake  Erie  &  Western  Railroad   315 

Passenger  Depot  at  Atlanta,  Ga,,  East  Tennessee,  Virginia  &  Georgia  Railroad 315 

*Passenger  Depot  at  Ardmore,  Pa.,  Pennsylvania  Railroad 315 

Design  for  Passenger  Depot,  Pennsylvania  Railroad 31& 

Passenger  Depot  at  Thirty-ninth  Street,  Chicago,  111.,  Illinois  Central   Railroad 316 

Passenger  Depot  at  Kewanee,  III 316 

Passenger  Depot  at  Newark,  Del,,  Philadelphia,  Wilmington  &  B.ikimore  Railroad 317 

Passenger  Depot  at  Twenty-second  Street,  Chicago.  Ill  ,  Illinois  Central  Railroad 317 

Passenger  Depot  at  Rockford,  III.  Chicago,  Madison  &  Northern  Railway 317 

Passenger  Depot,  Ulica.  N.  Y.,  Delaware  &  Hudson  Canal  Company 317 

Passenger  Depot  at  Manitou,  Col 317 

Passenger  Depot  at  Seymour,  Ind..  Ohio  &  Mississippi  Railway 31S 

Passenger  Depot  at  Bates  City,  Mo 31S 

*Passenger  Depot  at  Glen  Ridge,  N.  J.,  Delaware,  Lackawanna  &  Western  Railroad 31S 

Passenger  Depot  at   Independence,  Mo.,  Chicago  &  Alton  Railroad 3'S 

Passenger  Depot  at  Oak  Grove,  Mo 3i8 

Passenger  Depot  at  Rahway,  N.  J.,  Pennsylvania  Railroad 31 S 

Union  Passenger  Depot,  Canton,  Ohio 3'8 

Passenger  Depots,  West  Shore  Railroad 320 

Passenger  Depot  at  Terrace  Park  Station,  Buffalo,  N.  Y.,  New  York  Central  &  Hudson  River  Railroad 320 

Passenger  Depot  at  East  Douglas,  Mass.,  New  York  &  New  England   Railroad 320 

Passenger  Depot  at  Niagara  Falls,  N.  Y.,  New  York,  Lake  Erie  &  Western  Railroad 320 

Passenger  Depot  at  Walkerville,  Ont 322 


TABLE  OF  CONTENTS. 


I'vVGK 


Passenger  Depot  al  Dedliam,  Mass.,  Boston  &  Providence   Railroad 3^2 

*Passenger  Depot  at  New  Bedford,  Mass.,  Old  Colony  Railroad 3^2 

*Passengcr  Depot  at  North  Easton,  Mass.,  Old  Colony  Railroad 322 

♦Passenger  Depot  at  Holyoke,  Mass.,  Connecticut  River  Railroad 3^3 

*Passenger  Depot  at  Auburndale,  Mass.,  Boston  &  Albany  Kailroad 324 

Passenger  Depot  at  South  Framingham,  Mass.,  Boston  &  Albany  Railroad 324 

Passenger  Depot  at  Brighton,  Mass.,  Boston  &  Albany  Railroad 325 

Passenger  Depots,  Chicago  &  Northwestern  Railway 325 

*Passenger  Depots,  Philadelphia,  German  town  &  Chestnut  Hill  Railroad 325 

Competition  Designs  for  Local  Passenger  Depot,  Toronto  Architectural  Sketch  Club 328 

Competition  Designs  for  Suburban  Railway  Depot,  Chicago  Architectural  Sketch  Club 328 

*Twin  Passenger  Depots  at  Desrover  and  Baker  Parks,  Minn.,  Chicago,  Milwaukee  &  St.  Paul   Railroad 32S 

*Passenger  Depot  at  Sewickley,  Pa.,  Pennsylvania  Railroad 32S 

*Passenger  Depot  at  Acanibaro,  Mexico 32'J 

*J unction  Passenger  Depot  at  Reed  City,  Mich 329 

*Passenger  Depot  at  Grass  Lake,  Mich.,  Michigan  Central   Railroad 329 

*Passenger  Depot  at  Laconia,  N.  H.,  Concord  &  Montreal   Railroad 330 

*Passenger  Depot  at  Galesburg,  111.,  Atchison,  Topeka  &  Santa  Fe  Railroad   330 

*Passenger  Depot  at  Mauch  Chunk,  Pa.,  Lehigh  Valley  Railroad 33' 

♦Passenger  Depot  at  Wichita,  Kan.,  Atchison,  Topeka  &  Santa  Fe  Railroad   33' 

♦Passenger  Depot  at  Evanston,  III.,  Chicago,  Milwaukee  &  St.  Paul   Railroad 33' 

♦Passengjr  Depot  at  Highland,  Mass. ,  Old  Colony  Railroad 332 

♦Passenger  Depot  at  Somerset,  Ky.,  Cincinnati,  New  Orleans  &  Te.xas  Pacific  Railway 332 

Passenger  Depot  at  Lexington,  Ky.,  Cincinnati,  New  Orleans  &  Texas  Pacific  Railway 333 

Passenger  Depot  at  Science  Hill,  Ky.,  Cincinnati,  New  Orleans  &  Texas  Pacific  Railway 333 

Passenger  Depot  at  Eutaw,  Ala.,  Alabama  Great  Southern  Railroad 334 

Passenger  Depot  at  Brown  wood,  Tex.,  Gulf,  Colorado  &  Santa  Fe  Railroad 334 

♦Passenger  Depot  at  Hopkinsville,  Ky.,  Louisville  &  Nashville  Railroad 334 

Passenger  Depot  at  Owensboro,  Ky.,  Louisville  iS:  Nashville  Railroad 335 

♦Passenger  Depot  at  Niles,  Mich.,  Michigan  Central  Railroad 335 

Passenger  Depot  at  Port  Huron,  Mich.,  Port  Huron  &   Northwestern  Railway SS** 

Passenger  Depot  at  Sheridan  Park,  III.,  Chicago,  Milwaukee  &  St.  Paul  Railroad 33^1 

Passenger  Depot  al  Newark,  N.  J.,  Pennsylvania  Railroad 33^ 

♦Passenger  Depot  at  Windsor  Park,  111 337 

CHAPTER  XXII.     TERMINAL  PASSENGER  DEPOTS. 

General  Remarks 338 

Union  Passenger  Depot,  Hartford,  Conn 358 

♦Union  Passenger  Depot  at  Springfield,  Mass 359 

Union  Passenger  Depot  at  Worcester,  Mass 363 

♦Union  Passenger  Depot  at  Concord,  N.  H. ,  Concord  Railroad 364 

Union  Passenger  Depot  at  Portland,  Me 365 

Proposed  Union  Passenger  Depot  at  Providence,  R.  I .    . .  366 

Terminal  Passenger  Depot  at  Richmond,  Va.,  Atlantic  Coast  Line 366 

Union  Passenger  Depot,  Birmingham,  Ala 36S 

Union  Passenger  Depot  on  Canal  Street,  Chicago,  III 368 

Terminal  Passenger  Depot  at  Milwaukee.  Wis.,  Chicago  &  Northwestern  Railroad 371 

Terminal  Passenger  Depot  at  Milwaukee.  Wis.,  Chicago,  Milwaukee  &  St.  Paul   Railway 371 

Union  Passenger  Depot  at  Stillwater,  Minn 372 

Union  Passenger  Depot  at  Atchison.  Kan 372 

♦Union  Passenger  Depot,  Kansas  City,  Mo 373 

Union  Passenger  Depot  at  Leavenworth,  Kan 375 

Union  Passenger  Depot  at  St.  Joseph,  Mo 375 

Union  Passenger  Depot  al  Pueblo,  Col 375 

Union  Passenger  Depot  at  Denver,  Col 375 

♦Union  Passenger  Depot  at  Indianapolis,  Ind 376 

Union  Passenger  Depot  at  Ogden,  Utah 376 

Union  Passenger  Depot,  Cheyenne,  Wyo.,  Union  Pacific,  Denver  Pacific  and  Cheyenne  &  Northern  Railroads. . .  376 

♦Terminal  Passenger  Depcil  at  Harrisburg,  Pa.,  Pennsylvania  Railroad 377 

♦Passenger  Train-shed  at  New  Haven,  Conn.,  New  York,  New  Haven  &  Hartford  Railroad 377 


xvi  TABLE   OF  CONTENTS. 

PAGE 

•"Terminal  Passenger  Depot  at  Charles  Street,  Baltimore,  Md.,  Pennsylvania   Railroad 377 

*Terminal  Passenger  Depot  at  Washington,  D.  C,  Pennsylvania  Railroad 37Q 

Passenger  Depot  at  West  Philadelphia,  Pa..  Pennsylvania  Railroad 381 

*TerminaI  Passenger  Depot  at  Broad  Street,  Philadelphia,  Pa.,  Pennsylvania  Railroad 381 

Passenger  Depot  at  Atlantic  City,  N.  J.,  Philadelphia  &  Reading  Railroad 387 

Passenger  Depot  at  Boston,  Mass.,  New  York  &  New  England  Railroad 387 

Passenger  Depot  at  Sloughton,  Mass.,  Boston  &  Providence  Railroad 387 

Passenger  Depot  at  Boston,  Mass.,  Boston  &  Providence  Railroad 388 

Proposed  Union  Passenger  Depot  at  Buffalo,  N.  Y 388 

Passenger  Depot  at  Rochester,  N.  Y.,  New  York,  Lake  Erie  &  Western  Railroad 389 

*Terminal  Passenger  Depot  at  Louisville,  Ky.,  Louisville  &  Nashville  Railroad 390 

Union  Passenger  Depot  at  Cincinnati,  0 390 

Terminal  Passenger  Depot  at  Cincinnati,  O.,  Pittsburg,  Cincinnati  &  St.  Louis  Railway 391 

Terminal  Passenger  Depot  at  Cincinnati.,  O.,  Chesapeake  &  Ohio  Railroad 392 

*TerminaI  Passenger  Depot  at  Montreal,  Can.,  Canadian  Pacific  Railway 393 

Terminal  Passenger  Depot  at  Detroit,  Mich.,  Michigan  Central  Railroad 393 

*Union  Passenger  Depot  at  Fort  Street,  Detroit,  Mich 395 

Terminal  Passenger  Depot,  Chicago,  III.,  Wisconsin  Central  Railway 395 

*Terminal  Passenger  Depot  at  Chicago,  III.,  Chicago  &  Northwestern  Railway 399 

Union  Passenger  Depot  at  Van  Buren  Street,  Chicago,  111 401 

Terminal  Passenger  Depot  at  Chicago,  III.,  Chicago  &  Western  Indiana  Railroad 401 

*Union  Passenger  Depot  at  St.  Louis,  Mo 402 

*Second-prize  Design  for  Union  Passenger  Depot  at  St.  Louis,  Mo 40S 

*Terminal  Passenger  Depot  at  Jersey  City,  N.  J.,  New  York,  Lake  Erie  &  Western  Railroad 409 

Old  Passenger  Depot  at  Jersey  City,  N.  J.,  Pennsylvania  Railroad 409 

*New  Terminal  Passenger  Depot  at  Jersey  City,  N.  J.,  Pennsylvania  Railroad 412 

Passenger  Train-shed  at  Pittsburg,  Pa.,  Baltimore  &  Ohio  Railroad 421 

*Ferry  Passenger  Terminus  at  Franklin  Street,  New  York,  N.  Y.,  West  Shore  Railroad 421 

Ferry  Passenger  Terminus  at  Boston,  Mass.,  Boston,  Revere  Beach  &  Lynn  Railroad 421 

■"Proposed  Train-shed  at  New  Orleans,  La.,  Illinois  Central  Railroad 422 

•"Proposed  Terminal  Passenger  Depot  at  Chicago,  III.,  Illinois  Central  Railroad 422 

Terminal  Depot  at  Oakland,  Cal. ,  Central  Pacific  Railroad 424 

Union  Depot  at  Omaha,  Neb 424 

"Proposed  Terminal  Passenger  Depot  at  Chicago,  III.,  Chicago  Elevated  Terminal  Railway 424 

•"Union  Passenger  Depot  at  St.  Paul,  Minn 4^7 

■*Train-shed  of  Union  Passenger  Depot  at  St.  Paul,  Minn 427 

■"Terminal  Passenger  Depot  at  Forty-second  Street,  New  York,  N.  Y.,  New  York  Central  &  Hudson  River  Rail- 
road  , 431 

*Terminal  Passenger  Depot  at  Jersey  City,  N.  J.,  Central  Railroad  of  New  Jersey 43 1 

"Terminal  Passenger  Depot,  Philadelphia,  Pa.,  Philadelphia  &  Reading  Terminal  Railroad 436 

"Proposed  Extension  of  Terminal  Passenger  Depot  at  Broad  Street,  Philadelphia,  Pa.,  Pennsylvania  Railroad. . .  446 

APPENDIX. 

Specifications. 

Specifications  for  Local  Passenger  Depot  at  Potts ville.  Pa.,  Pennsylvania  Railroad 447 

Specifications  for  Engine-house  at  Mt.  Pleasant  Junction,  Jersey  City,  N.  J.,  Pennsylvania  Railroad 432 

Specifications  for  Local  Passenger  Depot  at  Fort  Payne,  Ala.,  Alabama  Great  Southern  Railroad 455 

Specifications  for  Combination  Depots,  Class  "  A"  and   "  B,"   Pennsylvania  Lines  West  of  Pittsburg,  Southwest 

System 465 

Specifications  for  Local  Passenger  Depot,  Class  "  F,"  Pennsylvania  Lines  West  of  Pittsburgh  Southwest  System..  467 
General  Specifications    for  Buildings,    Water  Stations,  Cattle-guards,   Road-crossings,  Turn-tables,   Fencing  and 

Telegraph  Lines,  Cincinnati  Southern  Railway 470 

General  Specifications  for  Construction  Work,  Northern  Pacific  Railroad 477 

INDEX ,  485 


LIST   OF   ILLUSTRATIONS. 


CHAPTER   I.     WATCHMAN'S  SHANTIES. 

FIG.  PAGE 

Square  Watchman's  Shanty,  Richmond  ii:  Alleghany  Railroad  : 

Front   Elevation i  2 

Side  Elevation 2  2 

Ground-plan 3  2 

Octagonal  Watchman's  Shanty,  Richmond  &  Alleghany  Railroad  : 

Front  Elevation 4  3 

Ground-plan   5  3 

Watchman's  Shanty,  Philadelphia  &  Reading  Railroad  : 

Front  Elevation 6  3 

Side  Elevation 7  3 

Ground-plan   S  3 

Watchman's  Shanty,  Lehigh  Valley  Railroad  : 

Front  Elevation g  4 

Side   Elevation 10  4 

Watchman's  Shanty  of  Limited  Width,  New  York  Division,  Pennsylvania  Railroad  : 

Front  Elevation 11  4 

Side  Elevation   12  4 

Ground-plan 13  4 

Watchman's  Shanty,  Norfolk  &  Western  Railroad  : 

Front  Elevation 14  5 

Side  Elevation 15  5 

Ground  plan   16  5 

CHAPTER  n.     SECTION  TOOL  HOUSES. 

Standard  Section  Tool-house,  Pennsylvania  Railroad  ; 

Front  Elevation 17  8 

Ground-plan 18  8 

Side  Elevation ig  S 

Section 20  8 

Elevation  of  Frame   21  8 

Standard  Section  Tool-house,  Union  Pacific  Railway  : 

Front   Elevation 22  g 

End  Elevation  and  Cross-section   23  g 

Ground-plan 24  g 

Standard  Hand-car  and  Tool-house,  Cincinnati  Southern  Railway  : 

Front  Elevation 25  10 

Cross-section 26  10 

Ground-plan 27  10 

Standard  Tool-house,  Philadelphia  &  Reading  Railroad  : 

Ground  plan  "  A  "  and  "  B  " 28  11 

Front   Elevation  "  A  " 2g  11 

Side  Elevation  "  A  " , 30  11 

xvii 


xviii  LIST  OF  ILLUSTRATIONS. 

FIG.  I'AGE 

Standard  Tool-house,  Philadelphia  &  Reading  Railroad — ContiniteJ. 

Front  Elevation  "  B  " 31  11 

Side  Elevation  "  B" 32  11 

Section  Tool-house,  Northern  Pacific  Railroad  ; 

Front  Elevation 33  11 

Side  Elevation 34  11 

Ground-plan 35  11 

Single  Hand-car  House,  Northern  Pacific  Railroad  : 

Front  Elevation  and  Cross-section 36  12 

Side  Elevation 37  12 

Section  Tool-house,  Lehigh  Valley  Railroad  : 

Front  Elevation 5S  12 

Ground-plan. 39  12 

CHAPTER  HI.     SECTION  HOUSES. 

Two-room  Section  House,  East  Tennessee,  Virginia  &  Georgia  Railroad  ; 

Front  Elevation 40  15 

End  Elevation   41  15 

Ground-plan 42  15 

Cross-section 43  '5 

Three-room  Section  House,  East  Tennessee,  Virginia  &  Georgia  Railroad  : 

Front  Elevation 44  '6 

End  Elevation 45  16 

Ground-plan 46  16 

Elevation  of  Frame 47  16 

Three-room  Section  House,  Chesapeake  &  Ohio  Railway  : 

Front  Elevation   . , 48  16 

End  Elevation 49  '6 

Ground-plan 5°  '7 

Three-room  Section  House,  New  Orleans  &  Northeastern  Railroad  : 

End  Elevation 5'  17 

Ground-plan 52  17 

Section  House,  Atchison,  Topeka  &  Santa  Fe  Railroad  : 

Front  Elevation 53  18 

End  Elevation 54  18 

Ground-plan 55  18 

White  Men's  Section  House,  Northern  Pacific  Railroad: 

Ground-plan 56  18 

Two-story  Section  House,  Northern  Pacific  Railroad  : 

Front  Elevation 57  19 

Cross-section 58  19 

Ground-plan 59  19 

Second-floor  Plan 60  ig 

Section  House.  Savannah,  Florida  &  Western    Railroad  ; 

Side  Elevation fii  20 

Front  Elevation f>2  20 

Ground-plan 63  20 

Two-story  Section  House,  Louisville  &  Nashville  Railroad  : 

Front  Elevation 64  21 

Cross-section •    65  21 

Ground-plan 66  21 

Design  for  a  Section  House  by  W.  B.  Parsons.  Jr.: 

Front  Elevation 67  21 

Ground-plan   68  21 

Standard  Section  House,  Gulf,  Colorado  &  Santa  Fe  Railroad  :  , 

End  Elevation  and  Cross-section 69  22 

Ground-plan 70  22 


LIST  OF  ILLUSTRATIONS. 


CHAPTER  IV,     DWELLING-HOUSES  FOR  EMPLOYES. 

FIG.  PACE 

Agent's  Dwelling,  Northern  Pacific  Railroad  System  ; 

Front  Elevation 71  23 

End  Elevation 72  23 

Ground-plan 73  24 

Five-room  Cottage  "  K,"  Chesapeake  &  Ohio  Railway: 

Perspective 74  24 

Ground-plan 75  24 

Second-floor  Plan 7f)  24 

Five-room  Cottage  "  L,"  Chesapeake  cS:  Ohio  Railway  : 

Perspective 77  25 

Ground-plan 7S  25 

Second-floor  Plan 79  25 

Seven-room  Cottage,  Chesapeake  &  Ohio  Railway  ; 

Perspective ...    So  26 

Ground-plan 81  26 

Second-floor  Plan 82  26 

Dwelling-house,  Union  Pacific  Railway  : 

Front  Elevation 83  26 

Ground-plan 84  26 

Dwelling-house,  Atchison,  Topeka  &  Santa  Fe  Railroad  : 

Side  Elevation 85  27 

Ground-plan 86  27 

Second-floor  Plan 87  27 

CHAPTER  V.     SLEEPING  QUARTERS,  READING-ROOMS,  AND  CLUB-HOUSES   FOR  EMPLOYES. 

Bunk-house  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad  : 

End  Elevation 88  2g 

Ground-plan Sg  29 

Bunk-house  at  Perth  Amboy,  N.  J.,  Lehigh  Valley  Railroad  : 

Front  Elevation 90  2g 

Ground-plan 9  J  29 

Second- floor  Plan 92  29 

Reading-room,  Union  Pacific  Railway: 

Front  Elevation 93  3o 

Side  Elevation 94  3° 

Ground-plan 95  3° 

Railroad  Branch  Building,  Young  Men's  Christian  Association,  at  East  Buffalo,  N.  Y. : 

Perspective   9^  31 

Basement-floor  Plan 97  3t 

First-floor  Plan 9^  3i 

Second-floor  Plan 99  31 

CHAPTER   VI.     SNOWSHEDS   AND    PROTECTION-SHEDS    FOR    MOUNTAIN-SLIDES. 

Snowshed  on  Level  Ground,  Central  Pacific  Railroad  : 

Cross-section 100  35 

Elevation •  •  •  loi  35 

Longitudinal  Section 102  35 

Snowshed  on  Level  Ground,  Northern  Pacific  Railroad  : 

Cross-section 103  35 

Elevation 104  35 

Snowsheds  over  Cuts  or  on  Side  Hills,  Northern  Pacific  Railroad  : 

Cross-section 105  36 

Cross-section 106  36 

Snowsheds,  Canadian  Pacific  Railway  : 

Cross-section   ^^1  37 

Cross-section 108  37 

Cross-section '09  37 

Cross-section no  37 


XX  UST  OF  ILLUSTRATIONS. 

PIG.  PAGE 

Snowshed  over  Cuts  or  on  Side  Hills,  Central   Pacific  Railroad  : 

Cross-section iii  37 

Protection-shed  for  Mountain-slides,  Oregon   &  California  Railroad  : 

Cross-section Ii2  38 

CHAPTER  VII.     SIGNAL-TOWERS. 

Octagonal  Signal-tower,  Philadelphia  &  Reading  Railroad  : 

Front  Elevation 113  40 

Elevated  Gate-house  at  Whitehaven,  Pa.,  Lehigh  Valley  Railroad: 

Side  Elevation 114  41 

Standard  Signal-tower,  Pennsylvania  Railroad  : 

Cross-section  and  Front  Elevation 115  41 

Elevation  of  Frame 116  41 

Second-floor  Plan 117  42 

Second-floor  Framing  Plan 118  42 

Signal-tower  on  Depot  Building,  Richmond  &  Alleghany  Railroad  : 

End  Elevation 119  43 

Signal-tower  at  Jutland,  N.  J.,  Lehigh  Valley  Railroad  : 

Side  Elevation l2o  43 

Signal-tower  at  Hillsboro,  N.  J.,  Lehigh  Valley  Railroad  : 

Front   Elevation 121  43 

Elevation  of  Frame 122  43 

Signal-tower  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad  ; 

Front  Elevation 123  44 

Side  Elevation 124  44 

Two-legged  Signal-tower  at  Newark,  N.  J.,  Pennsylvania  Railroad  : 

Perspective 125  44 

One-legged  Signal-lower  at  Chicago,  III.,  Atchison,  Topeka  &  Santa  Fe  Railroad  : 

Perspective 126  44 

Signal-tower  at  Jersey  City,  N.  J.,  Central  Railroad  of  New  Jersey  : 

Perspective 127  45 

CHAPTER    VIII.     CAR-SHEDS    AND   CAR-CLEANING   YARDS. 

Brick  Car-shed  at  Mauch  Chunk,  Pa.,  Lehigh  Valley  Railroad  : 

Front  Elevation 128  47 

Cross-section 1 2g  47 

Side  Elevation   130  47 

Ground-plan 131  47 

Temporary  Car-sheds,  Richmond  &  Alleghany  Railroad  : 

Cross-section 132  48 

Cross-section 133  48 

Frame  Car-shed  at  Wallula,  Wash.,  Northern  Pacific  Railroad  : 

Side  Elevation 134  48 

Front  Elevation    135  48 

Ground-plan    136  49 

Car-cleaning  Platform  at  Jersey  City,  N.  J.,  Central  Railroad  of  New  Jersey  : 

Cross-section 137  49 

Car-cleaning  Platform  Shed  at  Jersey  City,  N.  J.,  Pennsylvania  Railroad  : 

Side  Elevation 1 38  49 

Cross-section 139  49 

Longitudinal  Section 140  50 

CHAPTER    IX.     ASHPITS. 

Rail-fastening  on  Stone  Coping  with  Rag-bolts  and  Clips  ; 

Cross-section 141  53 

Rail-f.istening  on  Stone  Coping  with  Clip  Bearing-plates  : 

Perspective 142  53 

Design  for  Wroughl-iron  Ashpit 

Cross-section '. 143  55 


LIST  OF  ILLUSTRATIONS.  xxi 

FIG.  PACK 

Standard  Ashpit,  Atchison,  Topeka  &  Santa  Fe  Railroad  : 

Cross-section 144  56 

Cross-section  of  Rail-fastening 145  56 

Ashpit  at  Heron,  Mont.,  Northern  Pacific  Railroad  : 

Cross-section 146  5^1 

Perspective  of  Side  Plates 147  56 

Ashpit  at  Packerton,  Pa.,  Lehigh  Valley  Railroad  : 

Cross-section 148  57 

Perspective  of  Rail-chair 141)  57 

Ashpit  at  Aurora,  111.,  Chicago,  Burlington  &  Quincy  Railroad  : 

Cross-section 150  58 

Elevation 151  58 

Perspective  of  Rail-chair 152  58 

Rail-chair,  Savannah,  Florida  &  Western  Railroad  : 

Cross-section 153  58 

Elevation 154  58 

Ashpit,  Lehigh  &  Susquehanna  Railroad  : 

Perspective 155  59 

Cross-section  of  Rail-fastening 156  59 

CHAPTER  X.,    ICE-HOUSES. 

Design  for  Water  Seal  in  a  Pipe  Drain  . 

Cross-section 157  63 

Design  for  Water  Seal  in  a  Culvert  Drain  : 

Cross-section 1 58  63 

Standard  Five-hundred-ton  Ice-house,  Chicago,  St.  Paul  &  Kansas  City  Railroad  : 

Front  Elevation 159  65 

Cross-section 160  65 

Ground-plan 161  65 

Longitudinal  Section    162  05 

Fifteen-hundred-ton  Ice-house  at  Sayre,  Pa.,  Lehigh  Valley  Railroad  : 

Front  Elevation 163  66 

Detail  Plan  of  Walls 164  66 

Two-thousand-ton  Ice-house  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad  : 

Front  Elevation 165  67 

Ground -plan  at  Shaft 166  67 

Elevation  of  Hoisting-cage 167  67 

Plan  of  Hoisting-cage   168  67 

Fifteen-hundred-ton  Ice-house  at  Nickerson,  Kan.,  Atchison,  Topeka  &  Santa  Fe  Railroad: 

Elevation  of  Frame 169  68 

Front  Elevation 170  68 

Ground-plan 17  j  6S 

Fifteen-hundred-ton  Brick  Ice-house  at  Mauch  Chunk,  Pa.,  Lehigh  Valley  Railroad  : 

Perspective 172  69 

Detail  Section  of  Wall  and  Floor 173  69 

CHAPTER   XI.     SAND-HOUSES. 

Sand-house  at  Richmond,  Va.,  Richmond  it  Alleghany  Railroad  ■. 

Cross-section 17^  7j 

Ground-plan 175  7, 

Sand-house,  Atchison,  Topeka  &  Santa  Fe  Railroad  : 

Front  Elevation 175  7c 

Cross-section   177  75 

Ground-plan 178  7^ 

Sand-house  at  Perth  Amboy,  N.  J.,  Lehigh  Valley  Railroad  : 

Ground-plan 170  .•(, 

Sand-house  Design,  Philadelphia  &  Reading  Railroad  : 

Cross-section jgo  76 


xxii  LIST  OF  ILLUSTRATIONS. 

FIG.  PAGE 

Sand-house  Design  for  Lehigh  Valley  Railroad  : 

Longitudinal  Section , iSi  78 

Ground-plan 1S2  78 

Sand-house  at  Cressona,  Pa.,  Philadelphia  &. Reading  Railroad  : 

Cross-section 183  78 

Front  Elevation , 184  78 

Sand-house  at  Washington,  D.  C,  Pennsylvania  Railroad  : 

Front  Elevation 185  So 

Longitudinal  Section 186  80 

Cross-section 187  80 

Ground-plan 188  80 

CHAPTER   XII.     OIL-STORAGE    HOUSES. 

Frame  Oil  and  Waste  Storage  Shed  at  Perth  Amboy,  N.  J.,  Lehigh  Valley  Railroad  : 

Cross-section l8g  83 

Brick  Oil-house  at  Perth  Air.boy,  N.  J.,  Lehigh  Valley  Railroad  : 

Cross-section igo  S4 

Ground-plan igi  84 

Stone  Oil  and  Waste  House  at  Lehighton,  Pa.,  Lehigh  Valley  Railroad  : 

Front   Elevation 192  84 

Longitudinal  Section 193  84 

Ground-plan 194  84 

Brick  Oil  and  Waste  House,  Mexican  Central  Railroad  : 

End  Elevation 195  86 

Cross-section ig6  86 

Frame  Oil-storage  and  Car-inspectors'  House  at  Perth  Amboy,  N.  (.,  Lehigh  Valley  Railroad  . 

End  Elevation 197  87 

Ground-plan 198  87 

Frame  Oil-storage  and  Car-inspectors'  House  at  Packerton,  Pa.,  Lehigh  Valley  Railroad  : 

Longitudinal  Section 199  87 

Ground-plan 200  87 

Brick  Oil- house  at  Washington,  D.  C,  Pennsylvania  Railroad  ; 

Front  Elevation 201  88 

Longitudinal  Section 202  88 

Cross-section 203  88 

Ground-plan    204  88 

Brick  Oil-house  at  Jersey  City,  N.  J.,  Pennsylvania  Railroad  : 

Front   Elevation 205  90 

End  Elevation     206  90 

Longitudinal  Section 207  90 

Cross-section 208  90 

Ground-plan 209  90 

Brick  Oil-storage  House  at  Western  Ave.,  Chicago,  111.,  Chicago,  Burlington  &  Quincy  Railroad  : 

Longitudinal  Section 210  90 

Cross-section , 211  gi 

Ground  plan 212  91 

Second-floor  Plan 213  gi 

CHAPTER  XIII.     OIL-MIXING    HOUSES. 

Oil-mi.\ing  House  at  Aurora,  111.,  Chicago,  Burlington  &  Quincy  Railroad  : 

Cross-section 214  96 

Ground-plan 215  g6 

Perspective  of  Dashboard 216  96 

Oil-mixing  House  at  Meadow  Shops,  Newark,  N.  J.,  Pennsylvania  Railroad  : 

Ground-plan 217  97 

Elevation  of  Tanks 218  97 

Oil-mixing  House  at  Altoona,  Pa.,  Pennsylvania  Railroad: 

Cross-section 219  qg 

Ground-plan 220  gg 

Cross-section  of  Tank 221  gg 

Plan  of  Tank 222  gg 


LIST  OF  ILLUSTRATIONS.  xxiii 

F!G.  I'AGE 

Oil-mixing  House  at  Susquehanna,  Pa.,  New  York,  Lake  Erie  &  Western  Railroad  : 

Ground  plan 223  loi 

Oil-mixing  House  Design,  Packerton,  Pa.,  Lehigh  Valley  Railroad: 

Front  Elevation 224  102 

End  Elevation 225  102 

Ground-plan 226  102 

Cross-section  of  Tank 227  103 

Elevation  of  Tanks 22S  103 

Plan  of  Tanks 229  104 

Oil-mixing  House  at  Perth  Amboy,  N.  J.,  Lehigh  Valley  Railroad  : 

General  Plan 230  107 

Front  Elevation 231  107 

End  Elevation 232  107 

Cross-section 233  108 

Ground-plan 234  108 

Plan  of  Water  and  Steam  Piping  System 235  109 

Chemical  Laboratory  at  South  Bethlehem,  Pa.,  Lehigh  Valley  Railroad  : 

Ground-plan 236  1 1 

Front  Elevation  of  Laboratory  Table 237  11 

End  Elevation  of  Laboratory  Table 23S  i  i 

Plan  of  Laboratory  Table 239  1 1 

Front  Elevation  of  Steam-box 240  11 

Cross-section  of  Steam-box 241  11 

Plan  of  Steam-bo.\ 242  1 1 

Front  Elevation  of  Balance-table 243  1 1 2 

Cross-section  of  Balance-table 244  1 12 

Plan  of  Balance-table , 245  112 

CHAPTER   XIV.     WATER   STATIONS. 

General  Design  of  a  Circular  Water-tank  : 

Elevation  and  Cross-section 246  1 19 

Square  Water-tank,  Philadelphia  &  Reading  Railroad  : 

Front  Elevation 247  119 

End  Elevation 248  1 19 

Ground-plan 249  119 

Standard,  14  ft.  X  22  ft.,  Circular  Water-tank,  Pennsylvania  Railroad  : 

Cross-section 250  1 2 1 

Elevation 251  121 

Ground-plan  of  Floor  Framing 252  121 

Ground-plan  of  Roof  Framing 253  121 

Details  of  Tank 254  12  r 

Elevation  of  Water-gauge  Stafif 255  121 

Section  of  Water-gauge  Staff 25ft  121 

Section  of  Pipe-protection  Box.  .    257  121 

Detail  of  Hoop-joint 25S  121 

Standard,  15  ft.  X  16  ft.,  Circular  Water  tank,  Savannah,  Florida  vt  Western  Railway  : 

Cross-section 259  122 

Elevation 260  122 

Standard,  16  ft.  X  24  fl.,  Circular  Water-tank,  Chicago,  St.  Paul  &  Kansas  City  Railway  ; 

Cross-section 261  123 

High  Water-tank,  Northern  Pacific  Railroad  : 

Elevation  and  Cross-section 262  125 

Standard,  16  ft.  X  20  ft.,  Circular  Water-tank.  Lehigh  Valley  Railroad  : 

Elevation  and  Cross-section 263  126 

Ground-plan    264  126 

Standard,  16  ft.  X  30  ft.,  Circular  Water  tank.  Lehigh  Valley  Railroad  : 

Elevation  and  Cross-section 265  127 

Ground-plan 266  128 


xxiv  LIST  OF  ILLUSTRATIONS. 


CHAPTER  XV.     COALING  STATIONS  FOR  LOCOMOTIVES. 

FIG.  PAGE 

Derrick  Coal-shed,  Wisconsin  Central  Railroad  : 

Front   Elevation 267         142 

Cross-section 26S         142 

Derrick  Coal-house,  Northern  Pacific  Railroad  : 

Front  Elevation 269         142 

Cross-section 270         142 

Ground-plan 271         143 

General  Plan 272         143 

Coaling  Platform  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad  . 

Cross-section 273         145 

Coaling  Platform  at  Lehighton,  Pa.,  Lehigh  Valley  Railroad  : 

Front  Elevation 274         146 

Cross-section 275         146 

Coaling  Platform,  St.  Louis,  Iron  Mountain  &  Southern  Railway  : 

Cross-section 276         147 

Elevated  Coal-shed,  Northern  Pacific  Railroad  : 

Cross-section 277         148 

Coal-chules,  New  Orleans  &  Northeastern  Railroad  : 

Cross-section , 278         149 

Coal-chutes  at  Scottsville,  Va.,  Richmond  &  Alleghany  Railroad  : 

Cross-section 279         150 

Coal-bunkers,  Northern  Pacific  Railroad  : 

Cross-section 280         152 

Standard  Coal-chutes,  Wabash,  St.  Louis  &  Pacific  Railway  : 

Cross-section 2S1  152 

Coal-chutes  at  Black  Diamond  Mine,  Wabash,  St.  Louis  cSc  Pacific  Railway  : 

Cross-section 2S2         153 

Coal-chutes  at  Wilkesbarre,  Pa.,  Lehigh  Valley  Railroad  : 

Cross-section 283         153 

Coal-chute,  Atchison,  Topeka  &  Santa  Fe  Railroad  ; 

Cross-section 2S4         154 

Coaling  Station  with  Vertical  Bucket-elevator  at  Jersey  City,  N.  J.,  National  Docks  Railway  : 

Front  Elevation 285         157 

Cross-section 286         157 

Coaling-station  with  Trough-conveyor  Elevator  at  Oneonta,  N.  Y.,  Delaware  &  Hudson  Canal  Company  : 

Front  Elevation 287         158 

Ground-plan 288         158 

Proposed  Overhead  Coaling  Station  with  Trough-conveyor  Elevator  at  Hampton  Junction,  N.  J.,  Central 
Railroad  of  New  Jersey  : 

Elevation 289         159 

Cross-section 290        160 

Susemihl  Coal-chute  at  Jackson  Junction,  Mich.,  Michigan  Central  Railroad  ; 

Front  Elevation 2gi         161 

Cross-section 292         161 

Detail  of  Lock 293         161 

Detail  of  Positions  of  Apron 294         i6t 

Burnett-Clifton  Coal-chute  : 

Cross-section  with  Low-chutes 295         162 

Cross-section  of  Pocket  showing  Location  of  Irons 296         162 

Front  View  of  Pocket  showing  Apron  down  and  Gate  open 297         162 

Cross-section  of  Double-pocket 2yS         162 

Cross-section  with  High-chutes 299         163 

Coaling  Station  at  East  New  York,  Union  Elevated  Railroad,  Brooklyn,  N.  Y.  : 

Longitudinal  Section 300         164 

Cross-section S"!         164 

Cross-section  of  Hunt  Conveyor  System 302        165 

Coaling  Station  at  Velasco,  Tex. : 

Cross-section 3^3        165 

Front  Elevation 3^4        165 


LIST  OF  ILLUSTRATIONS, 


CHAPTER  XVI.     ENGINE-HOUSES. 

FIG.  I'AGE 

Engine-house  at  31st  Street,  West  Philadelphia,  Pa.,  Pennsylvania  Railroad  : 

Ground-plan 305  171; 

Elevation  of  Engine-door 306  1 79 

Section  of  Column 307  179 

Engine-house  at  Mt.  Pleasant  Junction,  Jersey  City,  N.  J.,  Pennsylvania  Railroad  : 

Cross  section 30S  iSo 

Ground-plan 309  1 80 

Elevation  of  Outsitle  Wall 310  iSi 

Elevation  of  Interior  Wall  and  Engine-doors 311  181 

General  Plan 312  181 

Elevation  and  Section  of  Ventilator 313  iSi 

Ground -plan  of  Ventilator 314  ibi 

Engine-house  at  Roanoke,  Va.,  Norfolk  &  Western  Railroad: 

Cross-section   315  183 

Engine-house  at  Lehighton,  Pa.,  Lehigh  Valley  Railroad  : 

Cross-section 316  1S6 

Ground-plan 317  186 

Elevation  of  Interior  Wall  and  Engine-door. 31S  187 

Elevation  of  Outside  Wall 319  187 

End  Elevation 320  1S7 

Engine-house,  Northern  Pacific  Railroad  : 

Cross-section 321  tSS 

Engine-house  Design,  Philadelphia  &  Reading  Railroad  : 

Cross-section 322  1 89 

Engine-house  at  Grand  Crossing,  Wis.,  Chicago,  Burlington  &  Northern  Railroad  : 

Cross-section 323  iSg 

General  Plan 324  igo 

Elevation  of  Interior  Wall  and  Engine-doors 325  igo 

Elevation  of  Outside  Wall 326  190 

Cross-section  of  Turn-table  Pit 327  igo 

Cross-section  of  Drain 328  i go 

Engine-house  at  Clinton,  la.,  Burlington,  Cedar  Rapids  &  Northern  Railway: 

Cross-section 329  191 

Ground-plan.... 330  191 

Engine-house,  .'\labama  Great  Southern  Railroad: 

Cross-section 331  192 

Ground-plan 332  192 

Engine-house  at  Beardstown,  111.,  Chicago,  Burlington  &  Qiiincy  Railroad  : 

Cross-section 333  193 

Ground-plan 334  193 

Elevation  of  Interior  Wall  and  Engine-door 335  193 

Elevation  of  Outside  Wall 336  193 

End  Elevation 337  194 

Engine-house  at  Waycross,  Ga  ,  Savannah,  Florida  it  Western  Railway  : 

Cross-section 338  195 

Engine-house  at  Ashland,  Wis.,  Wisconsin  Central  Railroad  : 

Cross-section 339  igfi 

Ground  plan 340  196 

Engine-house  at  Wilkesbarre  Pa.,  Lehigh  Valley  Railroad  : 

Cross-section   341  197 

Engine-house  at  Towanda,  Pa.,  Lehigh  Valley  Railroad  : 

Cross-section 342  197 

Ground-plan 343  197 

Engine-house  at  East  Mauch  Chunk,  Pa.,  Lehigh  Valley  Railroad: 

Cross-section 344  199 

Longitudinal  Section 345  199 

Ground-plan 346  Igg 

Front  Elevation    347  200 

Side  Elevation , 34S  20Q 


xxvi  LIST  OF   ILLUSTRATIONS. 

FIG.  PAGB 

Engine-house  at  Orwigsburg,   Pa.,  Lehigh  Valley  Railroad  : 

Cross-section  and  End  Elevation 34g         200 

Ground-plan 350         201 

CHAPTER    XVII.     FREIGHT-HOUSES. 

General  Layout  at  Local  Freight-station  without  Sidings  : 

General  Plan 351  203 

General  Layout  at  Local  Freight  Side-station  : 

General  Plan 352  203 

General  Layout  at  Local  Freight  Islaiid-slalion  : 

General  Plan 353  203 

Proposed  General  Layout  for  Local   Freight-station  : 

General  Plan 354  204 

i  Freight-house  for  Way-stations,  Boston,  Hoosac  Tunnel  &  Western  Railway  : 

Front  Elevation 355  215 

Cross-section 356  215 

Freight-house  for  Way-stations,  Chesapeake  &  Ohio  Railway  : 

Front  Elevation ,    357  215 

Cross-section   35S  215 

Ground-plan 35y  216 

Freight-house  for  Way-stations,  Northern  Pacific  Railroad  : 

Perspective 360  216 

Freight-house  for  Way-stations,  Northern  Pacific  Railroad: 

Front  Elevation 361  216 

End  Elevation  and  Cross-section , 362  216 

Standard  Frame  Freight-house  for  Way-stations,  Pennsylvania  Railroad  : 

Front   Elevation 363  217 

End  Elevation  and  Cross-section 364  217 

Ground-plan 365  217 

Standard  Brick  Freight-house  for  Way-stations,  Pennsylvania  Railroad  : 

Front  Elevation 366  21S 

End  Elevation 367  21 S 

Cross-section 36S  218 

Ground-plan 369  218 

Freight-house  at  New  Hampton,  Minn.,  Minnesota  &  Northwestern  Railroad  : 

Front  Elevation 370  219 

Cross-section 371  219 

Ground-plan 372  219 

Freight-house  at  Gainesville,  Fla.,  Savannah,  Florida  &   Western  Railway; 

Cross-section , 373  220 

Terminal  Freight-house  at  Jacksonville,  Fla.,  Savannah,  Florida  &  Western  Railway  : 

Front  Elevation. . .    374  220 

End  Elevation  and  Cross-section 375  220 

Terminal  Freight-house  at  Grand  Street.  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad  : 

End  Elevation 376  221 

Cross-section , 377  221 

Front  Elevation 37S  222 

Ground- pi  an , 379  222 

Terminal  Freight-house  at  Newark,  N.  J.,  Lehigh  Valley  Railroad  : 

Front  Elevation ^ 3S0  223 

Cross-section  381  223 

Ground-plan 382  223 

Terminal  Freight-house  at  Richmond,  Va.,  Richmond  &  Alleghany  Railroad  : 

Cross-section ...    383  224 

Ground-plan 384  224 

Single-story  Terminal  Freight-pier  Shed  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad  : 

Cross-section 385  226 

Ground-plan 3S6  226 

Single-story  Terminal  Freight-pier  Shed  at  Jersey  City,  N.  J.,  Pennsylvania  Railroad  : 

Cross-section , , , 387  227 


LIST  OF  ILLUSTRATIONS.  xxvii 

FIG,  PAGE 

Double-Story  Terminal  Freight-pier  Shed  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad  : 

Elevation 3SS         228 

Ground-plan 389         22S 

Cross-section 3()0         229 

Longitudinal  Section 391         230 

Ruddell   Barrel  and  Freight  Elevator 392         230 

Double-story  Terminal   Freight-pier  Shed  at   Harsimus  Cove,  Jersey  City,  N.  J.,  Pennsylvania  Railroad  : 

Cross-secti  on 393         231 

Double-story  Terminal  Freight-pier  Shed  on  Grand  Street  Pier,  Jersey  City,  N.  J.,  Pennsylvania  Railroad  ; 

Cross-section 394         231 

Double-story  Terminal  Freight-pier  Shed  at  Weehawken,  N.  J.,  New  York,  Lake  Erie  &  Western  Railroad  : 

Cross-section   395         232 

Single-story  Terminal   City  Freight-pier  Shed  on   Pier  No.  27.  North   River,  New  York,  N.  Y.,  Pennsyl- 
vania Railroad  : 
Cross-section 396        233 

Single-story  Terminal  City  Freight-pier  Shed,  on   Pier   No.  i,  North  River,  New   York,  N.  Y.,  Pennsyl- 
vania Railroad  : 
Cross-section 397        233 

Single-story  Terminal  City  Freight-pier  Shed  at  Foot  of  Franklin  Street,  North  River,  New  York,  N.  Y., 
West  Shore  Railroad  : 

Elevation  on  West  Street 3gS         233 

Elevation  from  River 399         234 

Standard  Guano  Warehouse,  Savannah,  Florida  &  Western  Railway  : 

Cross  -section 400        234 

CHAPTER  XVIII.     PLATFORMS,  PLATFORM-SHEDS,  AND  SHELTERS. 

Standard  Platforms,  West  Shore  Railroad  : 

Cross-section 401  241 

Platform-shed  and  Shelter  for  Passenger  Stations,  Pennsylvania  Railroad  : 

Cross-section 402  241 

Platform-shed,  Philadelphia  &  Reading  Railroad  : 

End  Elevation 403  242 

Front  Elevation 404  242 

Platform-shed  for  Passenger  Depot,  .-Mlcntown,  Pa.,  Lehigh  Valley  Railroad  : 

Cross-section 405  242 

End  Elevation 406  242 

Platform-sheds  at  Atlantic  City,  N.  J.,  Philadelphia  &  Reading  Railroad  : 

Cross-section 407  242 

Platform-shed  at  Passenger  Depot,  Rye,  N.  Y.,  New  York,  New  Haven  &  Hartford  Railroad  : 

Cross-section 408  243 

Longitudinal  Section 409  243 

General  Plan 410  243 

Plan  of  Column  Pedestal 411  243 

Cross-section  of  Column  Pedestal   412  243 

Platform-sheds,  Union  Depot,  Kansas  City,  Mo.; 

Cross-section 413  243 

Shelter  for  Horses  and  Carriages  at  Germantown  Junction,  Pa.,  Pennsylvania  Railroad  ; 

Front  Elevation 414  244 

End  Elevation 415  244 

Cross-section 416  244 

Ground-plan 417  244 

Shelter,  Norfolk  &  Western  Railroad  : 

Front  Elevation 418  244 

End  Elevation 419  244 

Ground-plan 420  244 

Shelter  and  Overhead  Foot-bridge  at  Bedford  Park,  N.  Y.,  New  York  Central  &  Hudson  River  Railroad  : 

Perspective 421  245 


xxviii  LIST  OF  ILLUSTRATIONS. 

CHAPTER  XIX.     COMBINATION  DEPOTS. 

FIG,  PAGE 

Proposed  General  Layout  for  a  Combination  Depot  : 

General  Plan 422  248 

Combination  Depot,  Class  "  B,"  Minnesota  &  Northwestern  Railroad  . 

Front  Elevation 423  240 

Ground-plan 424  249 

Combination  Depot,  Class  "  E,"  Minnesota  &  Northwestern  Railroad: 

Front  Elevation 425  250 

End  Elevation 426  250 

Cross-section.    427  250 

Ground-plan , 42S  250 

Combination  Depot,  Pine  Creek  &   Buffalo  Railway  ; 

Front  Elevation 429  250 

Ground-plan    430  250 

Combination  Depot  at  Cherry  Ford,  Pa.,  Lehigh  Valley  Railroad  : 

Front  Elevation 431  251 

End  Elevation ...    432  251 

Ground-plan 433  251 

Combination  Depot,  Class  "A,"  Richmond  &  Alleghany  Railroad  • 

Front  Elevation , 434  251 

End  Elevation 435  251 

Ground-plan 436  251 

Combination  Depot,  Class  "  B,"  Richmond  &  Alleghany  Railroad  : 

Front  Elevation   437  251 

Ground-plan 438  251 

Combination  Depot,  Class  "  A,"  Pennsylvania  Lines  West  of  Pittsburg,  Southwest  System  . 

Front  Elevation 439  252 

Ground-plan 440  252 

Combination  Depot,  Design  "  A,"  Cincinnati  Southern  Railway  ; 

Front  Elevation 44i  253 

End  Elevation 4-|2  253 

Cross-section 443  -54 

Ground-plan 444  254 

Combination  Depot,  Burlington,  Cedar  Rapids  &  Northern  Railway: 

Front  Elevation 445  254 

Cross-section 44^  255 

Ground-plan 447  255 

Combination  Depot,  Wabash,  St.  Louis  &  Pacific  Railway  : 

Front  Elevation 44S  255 

End  Elevation    449  255 

Cross-section 45°  255 

Ground-plan    45 1  255 

Combination  Depot,  Kansas  City  &  Emporia  Railroad: 

Front  Elevation 452  256 

Ground-plan 453  256 

Combination  Depot  at  Hilliard,  Ga.,  Savannah,  Florida  &  Western  Railway  ; 

Ground-plan 454  256 

Combination  Depot,  Philadelphia  &  Reading  Railroad  : 

Ground-plan 455  256 

Combination  Depot  and  Office  Building  at  Williamsburg,  Va.,  Chesapeake  &  Ohio  Railway  : 

Front    Elevation 45^  257 

Ground-plan 457  257 

Combination  Depot  with  Dwelling-rooms,  Northern  Pacific  Railroad  ; 

Front  Elevation 458  257 

Ground-plan   : 459  25S 

Combination  Depot  with  Dwelling-room,  Class  No.  i.  Savannah,  Florida  &  Western  Railway  : 

"   Front  Elevation •  •  460  258 

End  Elevation  of  Building 461  25S 

End  Elevation  of  Shed  Extension 462  258 

Cross-section 4^3  259 

Ground-plan 4^4  259 


LIST  OF  ILLUSTRATIONS.  xxi>: 

PIG,  PAGE 

Combination  Depot,  Class  No.  i,  Northern  Pacific  Railroad  : 

Perspective 465  259 

Ground-plan. . . 4f>^  259 

Combination  Depot  with  Dwelling,  Union  Pacific  Railway  : 

Front  Elevation 4^7  260 

End  Elevation 4f>S  2()0 

Cross-section 4f'9  260 

Ground-plan 470  260 

Combination  Depot  at  Grovetown,  Ga.,  Georgia  Railroad  : 

Perspective 471  261 

Combination  Depot  at  Providence,  Pa.,  New  York,  Ontario  &  Western  Railroad  : 

Perspective 472  261 

Combination  Depot  at  Farmersville,  Tex.,  Gulf,  Colorado  &  Santa  Fe  Railroad  : 

Front  Elevation 473  262 

End  Elevation  and  Cross-section 474  262 

Ground-plan 475  262 

CHAPTER  XX.     FL.\G-DEPOTS. 

Frame  Flag-depot  at  St.  Paul,  Minn.,  Minnesota  it  Northwestern  Railroad  : 

Front  Elevation 476  266 

End  Elevation 477  266 

Cross-section 47S  266 

Ground-plan 479  266 

Frame  Flag-depot,  Pottsville  Branch,  Lehigh  Valley  Railroad  : 

Front  Elevation 480  267 

End  Elevation     481  267 

Ground-plan 482  267 

Frame  Flag-depot  at  Wayne  Station,  Pa.,  Pennsylvania  Railroad  : 

Perspective 483  268 

Frame  Flag-depot  at  Tabor,  Pa.,  Philadelphia  &  Reading  Railroad  : 

Front  Elevation 4S4  268 

End  Elevation 485  268 

Cross-section 486  269 

Ground  plan 487  269 

Stone  Flag-depot  at  Forest  Hill,  N.  J.,  New  York  &  Greenwood  Lake  Railroad  : 

Perspective 48S  269 

Frame  Flag-depot,  Pennsylvania  Railroad  : 

Front  Elevation 489  270 

End  Elevation 490  270 

Ground- plan 491  270 

Frame  Flag-depot  with  Dwelling,  Pennsylvania  Railroad  : 

Front  Elevation 492  270 

End  Elevation 493  271 

Ground-plan 494  271 

Second-floor  Plan , 495  271 

Brick  Flag-depot  with  Dwelling,  Pennsylvania  Railroad  : 

Front  Elevation 496  272 

Rear  Elevation 497  272 

End   Elevation 498  272 

Cellar-plan 499  272 

Ground-plan 500  273 

Second-fioor  Plan 501  273 

Frame  Flag-depot  with  Dwelling,  Northern  Pacific  Railroad  : 

Front  Elevation 502  274 

Cross-section 503  274 

Ground-plan 504  274 

Frame  Flag-depot  with  Dwelling  at  Magnolia,  Del,  Philadelphia,  Wilmington  &  Baltimore  Railroad: 

Front  Elevation 505  274 

Ground-plan 506  275 

Second-floor  Plan 507  275 


XXX  LIST  OF  ILLUSTRATIONS. 

FIG.  PAGE 

Flag-depot  at  Chestnut  Hill,  Mass.,  Boston  &  Albany  Railroad: 

Perspective 508         276 

Ground-plan 509        276 

CHAPTER  XXI.     LOCAL   PASSENGER  DEPOTS. 

Two- story  Passenger  Depot,  Chesapeake  &  Ohio  Railway  . 

End  Elevation 510  285 

Ground-plan 511  2S5 

Standard  Passenger  Depot,  Class  "  C,"  Pennsylvania  Lines  West  of  Pittsburg,  Southwest  System  : 

Front  Elevation 512  2S6 

End  Elevation 513  286 

Ground-plan 514  2S6 

Standard  Passenger  Depot,  Class  "  F,"  Pennsylvania  Lines  West  of  Pittsburg,  Southwest  System  : 

Front  Elevation 515  2S7 

End  Elevation  and  Cross-section 516  287 

Ground-plan 517  287 

Passenger  Depot,  Northern  Pacific  Railroad  : 

Perspective , 518  283 

Ground-plan 519  288 

Passenger  Depot,  Ohio  Valley  Railway  : 

End  Elevation 520  283 

Single-story  Passenger  Depot,  Richmond  &  Alleghany  Railroad  : 

Front  Elevation 521  289 

Ground-plan 522  289 

Two-story  Passenger  Depot,  Richmond  &  Alleghany  Railroad  : 

Front  Elevation 523  2S9 

End  Elevation 524  289 

Ground  plan 525  289 

Passenger  Depot,  Class  "  F,"  Minnesota  &  Northwestern  Railroad  : 

Ground-plan 526  289 

Passenger  Depot  at  Spokane  Falls,  Wash.,  Northern  Pacific  Railroad  ; 

Front  Elevation 527  290 

Ground-plan 52S  2go 

Passenger  Depot,  Boston,  Hoosac  Tunnel  tS;  Western  Railway  ; 

From  Elevation 529  290 

End  Elevation 53°  29° 

Ground-plan. .  .     53i  291 

Local  Passenger  Depot,  Louisville  &  Nashville  Railroad  : 

Ground-plan 532  291 

Passenger  Depot  at  Columbia,  Ky.,  Louisville  &  Nashville  Railroad: 

Front  Elevation 533  291 

End  Elevation 534  291 

Ground-plan 535  291 

Suburban  Passenger  Depot,  New  York  Central  &  Hudson  River  Railroad  : 

Ground-plan 53^  292 

Passenger  Depot  at  Tamaqua,  Pa.,  Central  Railroad  of  New  Jersey  : 

Ground-plan 537  292 

Junction  Passenger  Depots,  Indianapolis,  Decatur  &  Springfield  Railway  : 

Ground-plan  at  Skew  Crossing , 538  293 

Ground-plan  at  Square  Crossing 539  293 

Junction  Depot  at  Humboldt,  Tenn.,  Louisville  &  Nashville  Railroad  ; 

Ground-plan 540  293 

Passenger  Depot  at  Picton,  N.  J.,  Lehigh  Valley  Railroad  : 

Front  Elevation 54'  294 

End  Elevation 542  294 

Ground-plan 543  294 

Passenger  Depot  at  Pottsville,  Pa.,  Pennsylvania  Railroad  : 

Front  Elevation 544  295 

End  Elevation 545  295 

Cellar-plan 54^  295 

Ground-plan 547  295 


LIST  OF  ILLUSTRATIONS.  xxxi 

FIG.  PAGE 

Passenger  Depot  at  Latiry's,  I'a.,  Lehigh  Valley  Railroad  ; 

Front  Elevation 54S  296 

End  Elevation 549  2q6 

Ground-plan 55°  206 

Passenger  Depot  at  Allen  Lane,  Pa.,  Philadelphia,  Germantown  &  Chestnut  Hill  Railroad  : 

Front  Elevation 55'  2g7 

Cross-section  and  End  Elevation 552  297 

Ground-plan 553  297 

Passenger  Depot  at  South  Park,  Minn.,  Minnesota  &  Northwestern  Railroad  : 

Front  Elevation 554  29S 

End  Elevation 555  298 

Cross-section , 55*^  29S 

Ground-plan 557  298 

Passenger  Depot  at  Somerville,  N.  J.,  Central  Railroad  of  New  Jersey  : 

Front  Elevation 558  299 

End  Elevation 559  299 

Ground-plan 560  299 

Passenger  Depot  at  Wilkesbarre,  Pa.,  Lehigh  Valley  Railroad]: 

Ground-plan S^l  300 

Perspective   562  300 

Interior  View  of  Waiting-room 5^3  3"' 

Passenger  Depot  at  Kalamazoo,  Mich.,  Michigan  Central   Railroad 

Perspective 5^4  302 

Ground-plan 565  302 

Passenger  Depot  at  Ann  Arbor,  Mich.,  Michigan  Central   Railroad  : 

Ground-plan 566  303 

Passenger  Depot  at  Battle  Creek,  Mich.,  Michigan  Central  Railroad  : 

Perspective 5^7  304 

Ground-plan 568  304 

Passenger  Depot  at  Dexter,  Mich.,   Michigan  Central  Railroad  : 

Perspective 5^9  305 

Ground-plan 570  305 

Passenger  Depot  at  Rye,  N.  Y.,  New  York,  New  Haven  &  Hariford  Railroad  : 

Perspective 571  3o6 

Cross-section 5/2  306 

Ground  plan ••  573  306 

Passenger  Depot  at  Fort  Payne,  Ala.,  Alabama  Great  Southern  Railroad  : 

Front  Elevation    574  30S 

Ground-plan 575  308 

End  Elevation 576  309 

Passenger  Depot  at  Bowenville  Station,  Fall  River,  Mass.,  Old  Colony  Railroad  : 

Perspective 577  S'o 

Ground-plan 578  310 

Cross-section 579  3" 

Passenger  Depot  at  Melrose,  New  York,  N.  Y.,  New  York  Central  iS;  Hudson  River  Railroad  : 

Perspective 5S0  3I2 

Ground-plan 581  312 

Passenger  Depot  at  Yonkers,  N.  Y.,  New  York  ^v:  Northern  Railway  : 

Street  Elevation 582  314 

Passenger  Depot  at  Bryn  Mawr  Park,  N.  Y.,  New  York  &  Northern  Railroad  : 

Perspective 583  3I4 

Fireplace  in  Waiting-room 584  3' 4 

Passenger  Depot  at  Ardmore,  Pa.,  Pennsylvania  Railroad  : 

Perspective 5S5  3'<J 

Passenger  Depot  at  Glen  Ridge,  N.  J.,  Delaware,  Lackawanna  &  Western  Railroad  : 

Perspective •' 586  319 

First-story  Plan 587  319 

Cellar-plan 588  319 

Passenger  Depot  at  New  Bedford,  Mass.,  Old  Colony  Railroad  : 

Perspective 589  321 

Ground-plan 59°  321 


xxxii  LIST  OF  ILLUSTRATIONS. 


FIG. 


323 

324 
324 


Passenger  Depot  at  North  Easton,  Mass.,  Old  Colony  Railroad  : 

Perspective cni        322 

Passenger  Depot  at  Holyoke,  Mass.,  Connecticut  River  Railroad  : 

Perspective   502         323 

Ground  plan 503 

Passenger  Depot  at  Auburndale,  Mass.,  Boston  &  Albany  Railroad  : 

Perspective 50^ 

Ground-plan cgr 

General  Plan  of  Station  Layout jqO         324 

Passenger  Depots,  Philadelphia,  Germantonrn  &  Chestnut  Hill  Railroad  : 

Perspective  of  Depot  at  Queen's  Lane,  Pa 507         326 

"  "       "       "  Chelton  Avenue,  Pa rgS         326 

"  "       "       "  Chestnut  Hill,  Pa jgg         326 

"  "       "       "  Wissahickon,  Pa 600         326 

"  of  Rear  View  of  Chelton  Avenue  Depot 601         326 

Ground-plan,  Queen's  Lane  Depot (302         327 

Ground-plan,  Chelton  Avenue  Depot 603         327 

Ground-plan,  Chestnut  Hill   Depot 604         327 

Twill  Passenger  Depots  at  Desrover  and  Baker  Parks,  Minn.,  Chicago,  Milwaukee  &  St.  Paul  Railroad  : 

Perspective 605         328 

Passenger  Depot  at  Sewickley,  Pa.,  Pennsylvania  Railroad  : 

Perspective , 5o6 

Passenger  Depot  at  Acambaro,  Mexico  : 

Perspective 607        329 

Junction  Passenger  Depot  at  Reed  City,  Mich.  : 

Perspective (,oS 

Passenger  Depot  at  Grass  Lake,  Mich.,  Michigan  Central  Railroad  : 

Perspective 6oq 

Passenger  Depot  at  Laconia,  N.  H.,  Concord  &  Montreal  Railroad  : 

Perspective 610 

Passenger  Depot  at  Galesburg,  III.,  Atchison,  Topeka  &  Santa  Fe  Railroad  : 

Perspective 611 

Passenger  Depot  at  Mauch  Chunk,  Pa.,  Lehigh  Valley  Railroad: 

Perspective 612         331 

Passenger  Depot  at  Wichita,  Kan.,  Atchison,  Topeka  &  Santa  Fe  Railroad  : 

Perspective 613         331 

Passenger  Depot  at  Evanston,  111.,  Chicago,  Milwaukee  &  St.  Paul  Railroad  : 

Perspective 614         332 

Passenger  Depot  at  Highland,  Mass.,  Old  Colony  Railroad  : 

Perspective 615         332 

Passenger  Depot  at  Sonnerset,  Ky.,  Cincinnati,  New  Orleans  &  Texas  Pacific  Railway  : 

Ground-plan 616         333 

Passenger  Depot  at  HopkinsviUe,  Ky.,  Louisville  &   Nashville  Railroad  : 

Front  Elevation , 617        334 

Ground-plan 61S         335 

Passenger  Depot  at  Niles,  Mich.,  Michigan  Central  Railroad  : 

Perspective 6ig         335 

Ground-plan  and  Second-story  Plan 620        336 

Passenger  Depot  at  Windsor  Park,  111.: 

Perspective 621         337 

CHAPTER  XXII.     TERMINAL  PASSENGER  DEPOTS. 

Union  Passenger  Depot  at  Springfield,  Mass.  : 

Perspective 622  361 

Ground-plan  of  Main  Floor,  Lyman  Street  Building 623  361 

Union  Passenger  Depot  at  Concord,  N.  H.,  Concord  Railroad  : 

Perspective  of  Depot 624  364 

Perspective  of  Train-shed 625  365 

Union  Passenger  Depot,  Kansas  City,  Mo. : 

Cross-section  of  Arcade 626  373 

Ground-plan 627  373 


329 


329 
330 
330 
330 


LIST  OF  ILLUSTRATIONS.  xxxiii 

FIG.  I'AGE 

Union  Passenger  Depot  at  Indianapolis,  Intl.: 

Perspective 62S  376 

Terminal  Passenger  Depot  at  Harrisburg,  Pa.,  Pennsylvania  Railroad  : 

Cross-section  of  Train-shed 629  377 

Passenger  Train-shed  at  New  Haven,  Conn.,  New  York,  New  Haven  cS:  Hartford  Railroad  : 

Cross-section  of  Train-shed (JjO  377 

Terminal  Passenger  Depot  at  Charles  Street,  Baltimore,  Md.,  Pennsylvania  Railroad: 

Perspective  of  Depot 63'  378 

Perspective  of  Train-shed ^"32  3/8 

Perspective  of  Interior  of  Waiting-room.  ..  .    633  379 

Terminal  Passenger  Depot  at  Washington,  D.  C,  Pennsylvania  Railroad  : 

Perspective   634  380 

Terminal  Passenger  Depot  at  Broad  Street,  Philadelphia,  Pa..  Pennsylvania  Railroad  : 

Perspective  of  Depot 635  3S2 

Cross-section  of  Train-shed 'J36  3^3 

Perspective  of  Train-shed 637  3S3 

Detail  of  Exterior 63S  384 

Detail  of  Piish-plates  of  Doors 639  384 

General  View 640  3S4 

Detail  of  Exterior 641  385 

Terminal  Passenger  Depot  at  Louisville,  Ky.,  Louisville  &  Nashville  Railroad  : 

Ground-plan 642  390 

Cross-section  and  End  Elevation  of  Train-shed ^43  39° 

Terminal  Passenger  Depot  at  Montreal,  Can.,  Canadian  Pacific  Railway  : 

Perspective 644  394 

Union  Passenger  Depot  at  Fort  Street,  Detroit,  Mich.: 

Ground-plan 645  39^ 

Terminal  Passenger  Depot  at  Chicago,  111.,  Chicago  &  Northwestern  Railway  : 

Perspective 646  400 

Union  Passenger  Depot  at  St.  Louis,  Mo.: 

Perspective 647  402 

Ground-plan  of  Main  Floor  64S  403 

Ground-plan  of  Basement 649  403 

General  Ground-plan 650  404 

Perspective  of  Exterior  of  Train-shed 651  406 

Perspective  of  Interior  of  Train-shed 652  406 

Cross-section  of  Train-shed 653  4o6 

Second-prize  Design  for  Union  Passenger  Depot  at  St.  Louis,  Mo.: 

Perspective 654  408 

Terminal  Passenger  Depot  at  Jersey  City,  N.  J.,  New  York,  Lake  Erie  &  Western  Railroad  • 

Perspective 655  410 

Ground-plan 656  411 

Cross-section 657  411 

New  Terminal  Passenger  Depot  at  Jersey  City,  N.  J.,  Pennsylvania  Railroad  : 

Section  and  End  Elevation  of  Train-shed 658  413 

Longitudinal  Section  of  Train-shed 659  414 

Cross-section  of  Wind  Bracing  at  End  of  Train-shed 660  414 

Section  of  Pair  of  Trusses,  showing  Purlins 6b i  414 

Section  of  Pair  of  Trusses  near  Foot  of  Arch 662  414 

Details  of  Movable  End  of  Arch 663  416 

Details  of  Fixed  End  of  Arch 664  416 

Plan  of  Foundations 665  416 

General  Ground-plan  of  Terminal 660  417 

Perspective  of  Traveller  used  in  Erection  of  Train-shed.  Side  View 667  418 

Perspective  of  Traveller  used  in  Erection  of  Train-shed,  Front  View 668  419 

Proposed  Train-shed  at  New  Orleans,  La.,  Illinois  Central  Railroad  : 

Cross-section  of  Train-shed 669  422 

Proposed  Terminal  Passenger  Depot  at  Chicago,  111.,   Illinois  Central  Railroad  ; 

Cross-section  of  Train-shed 670  422 

Perspective  of  Depot 671  423 


xxxiv  LIST  OF  ILLUSTRATIONS. 

FIG.  PAGE 

Proposed  Terminal  Passenger  Depot  at  Chicago,  111.,  Chicago  Elevated  Terminal  Railway  : 

Perspective 672  425 

Ground-plan  of  Train  Floor 673  426 

Union  Passenger  Depot  at  St.  Paul,  Minn.  : 

Side  Elevation  of  Head-house  and  Train-shed 674  428 

Cross-section  of  Train-shed 675  428 

Perspective  of  E.xterior  of  Train-shed 676  429 

Perspective  of  Interior  of  Train-shed 677  430 

Terminal  Passenger  Depot  at  Forty-second  Street,  New  York,  N.  Y.,  New  York  Central  lS;  Hudson  River 
Railroad  ; 

Ground-plan 678  432 

Terminal  Passenger  Depot  at  Jersey  City,  N.  J.,  Central  Railroad  of  New  Jersey  : 

Ground-plan 679  433 

Side  Elevation 680  434 

Front  Elevation 681  434 

Cross-section  of  Train-shed 682  435 

Perspective  of  Exterior  of  Train-shed 683  436 

Terminal  Passenger  Depot,  Philadelphia,  Pa.,  Philadelphia  &  Reading  Terminal  Railroad  : 

Perspective  of  Exterior 684  438 

Ground-plan  of  First  Floor 6S5  439 

Ground-plan  of  Train  Floor 686  440 

End  Elevation  of  Train-shed 687  441 

Cross-section  of  Train-shed 688  442 

Proposed  Extension  of  Terminal   Passenger  Depot  at  Broad  Street,  Philadelphia,  Pa.,  Pennsylvania  Rail- 
road : 

Perspective  of  Depot 689  444 

Ground-plan  of  First  Floor 6go  445 

Ground-plan  of  Train  Floor 691  446 


BUILDINGS  AND   STRUCTURES   OF   AMERICAN  RAILROADS. 


CHAPTER    I. 
WATCHMAN'S   SHANTIES. 

Watchman's,  flagman's,  or  switch-tender's  slianties  (frequently  called  flag-liouses,  switch- 
houses,  or  watch-boxes)  are  used  along  railroads  at  exposed  points,  as  crossings,  drawbridges, 
sharp  curves,  dangerous  cuts,  or  at  yard  systems,  crossovers  and  leaders,  wliere  regular  switch- 
tenders  are  required.  Owing  to  the  large  number  of  buildings  of  this  kind  necessarily  in  use 
on  a  railroad,  the  adoption  of  a  standard  or  of  a  series  of  stantlard  alternate  designs  becomes 
a  matter  of  prime  importance,  either  to  satisfy  the  var)'ing  requiicments  at  different  sites,  or 
to  avoid  sameness  of  design  over  the  entire  road.  While  the  building  is  small  and  the  design 
not  difificult,  the  importance  of  studying  the  details  carefully,  so  as  to  .satisfj-  all  requirements 
with  the  least  expenditure  of  material  and  labor,  is  very  apparent. 

Where  a  standard  design  exists,  the  several  parts  of  the  buikling  are  generalh'  turned 
out  in  large  numbers  at  one  of  the  shops  of  the  road,  and  kejjt  in  stock.  When  a  house  is  to 
be  built,  the  finished  material  for  it  is  shipped  from  stock  and  put  together  at  site.  If  the 
size  of  the  building  permits  shipment  in  sections  or  in  one  piece,  then  most  of  the  framing 
and  fitting  is  done  at  the  shop,  reducing  the  work  at  the  site  to  a  minimum.  In  this  manner 
great  economy  and  uniformit)-  can  be  ;Utained.  Monoton}-  of  design  need  not  necessarily 
follow,  as  the  varying  localities  and  r  tiuiremeiits  \\ill  call  for  several  standards,  while  each 
design  can  receive  certain  modifications  in  the  finish  of  the  exterior,  as  the  details  of  the 
panels,  scroll-work,  finial,  ridge-roll,  chimney-top,  etc.,  sufficient  to  relieve  the  eye  without 
in  reality  changing  the  important  features  of  the  plan. 

The  framework  of  these  structures  is  in  all  cases  wood,  sheathed  on  the  outside  either 
with  vertical  boards  and  battens,  or  with  plain  or  ornamental  horizontal  weather-boarding,  or 
with  narrow  tongued  and  grooved  board.s,  or  with  corrugated  iron.  The  roofing  is  generally 
tarred  roofing-felt,  tin,  fancy  shingles,  slate,  or  corrugated  iron.  On  some  railroads  corrugated 
iron  for  the  roof  and  sides  of  the  building,  covering  a  light  framework  of  wood,  is  very  much 
in  favor,  as  it  is  cheajx  light,  and  to  a  certain  extent  fire-proof. 

The  general  requirements  for  the  hiiildings  uniler  discu.ssion  vary  according  to  the  exact 
purpose  for  which  they  are  intended.  Usually  the  size  is  limited  owing  to  the  location  of  the 
building  among  tracks  or  between  tracks  and  the  edge  of  the  right  of  way.  Inside  the  build- 
ing there  should  be  sufficient  space  for  a  small  stove,  a  bench  adapted  for  a  man  to  lie  down 


2  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

on,  a  locker  and  places  for  keeping  signal-flays,  lamps,  oil,  waste,  coal,  etc.  The  windows 
should  be  so  arranged  as  to  command  a  good  view  of  the  tracks  and  other  points  that  the 
watchman  or  switchman  is  expected  to  keep  in  sight. 

The  shape  of  the  building  can  be  either  square,  octagonal,  or  oblong.  The  square 
building  is  generally  made  about  5  ft.  in  the  clear  inside.  The  octagonal  shape  is  especially 
serviceable  where  a  large  territoij-  has  to  be  controlled  by  the  watchman,  as  small  windows 
are  easily  introduced  on  all  sides;  its  minimum  size  is  about  5  ft.  inside.  A  very  usual  size 
for  oblong  buildings  is  5  ft.  X  /  ft.  inside:  the  least  size  known  to  be  in  use  is  3  ft.  3  in.  X 
7  ft.  7  in.  inside.  The  oblong  st\'lc  of  building  is  capable  of  enlargement  to  any  desired  size 
for  the  accommodation  of  a  larger  number  (.if  men. 

Buildings  fur  car-inspectors,  car-checkers,  yardmen,  trainmen,  weighers,  etc.,  are  usually 
built  very  similar  to  oblong  watchman's  shanties,  except  that  the  size  of  the  building,  interior 
arrangements,  and  the  spacing  of  doors  and  windows  are  varied  to  suit  each  case.  For 
this  latter  class  of  buildings  the  Lehigh  Valley  Railroad  and  other  roads  are  largely  adopting 
frame  structures,  covered  on  sides  and  roof  with  light  corrugated  iron. 

Following  are  descriptions  of  watchman's  shanties  actually  in  use  in  this  country. 

Square  Watchman  s  Shanty,  RichinoiiJ  ir  Alleghany  Railroad. — The  watchman's  shanty  of  the 
Richmond  &   .\lleghany  Railroad,  shown  in  Figs,  i   to  3,  can  serve  as  an  example  of  a  cheap,  un- 


f: 


Fl<5.    I. — FliONT    El.KVAIION. 


Fm.  2. — SiDF.  Elevation. 


Fig.  3. — GROI7ND-PLAN. 


pretending  standard  for  a  watchman's  iir  switch-tendei's  house,  much  used  on  roads  where  a  low 
■  first  cost  is  of  greater  consideration  than  a  pleasing  exterior.  The  box  is  5  ft.  sijuare  in  the  clear 
inside,  with  a  2-ft.  door  in  front  and  small  hinged  windows  on  the  sides.  The  frame  is  covered  on 
the  outside  with  upright  boards  and  battens.  The  inside  is  not  ceiled,  which  in  colder  climates, 
however,  would  be  essential.  The  hip  roof  is  covered  with  tin  or  tarred  roofing-felt.  The  heiglit  of 
frame  from  bottom  of  mud-sill  to  top  of  plate  is  7  ft.  6  in.  The  dimensions  of  the  principal  timbers 
used  are  as  follows  :  mud-sills,  8  in.  X  10  in.,  laid  flat  ;  sills,  3  in.  X  4  in.  ;  plates,  2  in.  X  2A  in.  ; 
nailer  under  plate,  \\  in.  X  10  in.  ;  nailer  at  half  height  of  frame,  lA  in.  X  6  in.  ;  door-posts,  lA  in. 
X  6  in.  ;  rafters,  2  in.  X  4  in.  ;  outside  boarding  and  roof-boards,  \  in. 

Octagonal  Watchman's  Shanty.  Richmond  er^  Alleghany  Railroad. — The  octagonal  watchman's 
shanty  of  the  Richmond  &  Alleghany  Railroad,  shown  in  Figs.  4  and  5,  offers  more  room  and 
commands  a  better  view  of  the  surroundings  than  the  square  standard  does.  Although  of  cheap  and 
plain  construction,  its  general  appearance  is  very  neat.  The  squaring  off  of  one  side  of  the  octagon 
to  a  full  square  forms  a  convenient  place  for  a  stove  or  for  a  bench  long  enough  for  a  man  to  lie 
down  on.  Where  these  features  are  not  essential,  a  regular  octagon  lan  lie  used  just  as  well.  Tlie 
box  is  6  ft.  wide  in  the  clear  betw-een  jiarallel  sides  of  the  octagon.  'I'he  frame,  boarding,  and  roof- 
ing are  similar  to  the  square  standard  of  the  same  railroad,  described  above,  e-xcept  that  the  building 


WATCHMAN'S   SHAN  TIES.  3 

is,  in  addition,  ceiled  on  the  inside.  The  dimensions  of  the  principal  timbers  used  are  as  follows  : 
mud-sills,  6  in.  X  8  in.;  sills  and  plates,  2  in.  X  2i  in.;  rafters,  2  in.  X  4  in.;  outside  sheathing,  1 
in.;  inside  ceiling,  J-in.  tongued  and  grooved  boards  ;  roof-boards,  i  in.,  rough  ;  floor,  2  in. 


Fir..  ^. — Front  Ei.kv.atign. 


\i y 

Fig.  5. — Ground-plan. 


Watchman  s  Shanty,  Alki^/iany  Valley  Railroad. — A  watchman's  shanty  observed  by  the  author 
on  the  Alleghany  Valley  Railroad,  in  the  suburbs  of  Pittsburgh,  presents  certain  features  in  common 
with  a  large  number  of  structures  of  the  kind  in  question  throughout  the  country.  The  building  is 
oblong,  6  ft.  X  8  ft.  inside,  with  a  double-pitched  gable  roof.  The  frame  is  covered  on  the  outside 
with  horizontal,  bevelled  weather-boarding.  There  is  a  door  on  the  gable  end  facing  the  track, 
2  ft.  6  in.  X  6  ft.  6  in.,  made  in  two  sections,  one  over  the  other,  so-called  halved  doors.  The 
windows  on  each  of  the  long  sides  of  the  room  are  placed  near  the  front  end  of  the  building,  the 
advantage  being  that  a  man  standing  just  inside  of  the  door  is  also  opposite  the  windows  on  each 
side.  The  height  of  frame  from  sill  to  plate  is  8  ft.  The  principal  timbers  used  are  as  follows  : 
sills,  4  in.  X  6  in.  ;  corner-posts,  3  in.  X  3  in.  ;  studding,  2  in.  X  3  in.  ;  plates,  3  in.  X  4  in.  ;  rafters, 
2  in.  X  3  in.,  spaced  16  in.  centres  ;  door,  f-in.  boards  ;  sides,  |-in.  bevelled  weather-boarding  ;  roof, 
I -in.  boards,  covered  with  tin. 

Watchman  s  Shanty,  Philadelphia  &^  Reading  Railroad. — The  watchman's  shanty  of  the  Phila- 
delphia &  Reading  Railroad,  shown  in  Figs.  6  to  8,  offers  a  very  handsome  and  attractive 
appearance.     This  is  one  of  a  number  of  standard  alternate  designs,  which  vary  in  the  style  of  the 


Fig.  6. — Front  Elevation. 


Fig.  7. — Side  Elevation. 


Fig.  8. — Ground-plan. 


roof  and  the  detail  of  the  panels  and  scroll-work  on  the  outside,  being  otherwise  all  alike  so  far  as 
the  frame  and  the  general  features  are  concerned.  The  building  is  5  ft.  square  in  the  clear,  ceiled 
inside  and  outside  with  narrow  tongued  and  grooved  boards.  There  is  a  26-in.  door  on  the  front, 
and  windows  are  provided  on  each  side.  The  roof  is  covered  either  w-ith  ornnmental  shingles  or 
slate,  and  is  finislied  off  with  a  heavy  galvanized-iron  ridge  cresting  and  ornamental  chimney-top. 


4  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAIIKUAJJS. 

Watchman' s   Shaiitx,   I.i-high    Valley   Railroail. — The   watchman's   shanty    of   the    Lehigh    Valley 
Railroad,  shown  in   l'"igs.  9  and  10,  is  an  octagonal  frame  structure  with  one  side  of  the  octagon  on 


Fig.  g. — Front  Elevation. 


Fig   10. — Side  Elevation. 


the  rear  of  the  house  squared  off  to  a  full  square,  similar  to  the  standard  of  the  Richmond  & 
Alleghany  Railroad,  shown  in  Figs.  4  and  5.  The  finisli  of  the  roof  is  neat,  and  the  Iniilding  presents 
a  very  pleasing  appearance. 

Watchman  s  Shanty  of  Limited  Width,  New  York  Division,  Pennsylvania  Railroad. — The  Penn- 
sylvania Railroad,  in  passing  through  Jersey  City,  Newark,  and  other  cities,  where  its  right  of  way  is 
limited  in  width,  is  frequently  forced  to  locate  a  watcliman's  shanty  between  tracks.  To  meet  this 
emergency  the  standard  narrow  watchman's  shanty,  shown  in  Figs.    11    to    13,   was   designed,   and 


^^ 


J 


Fig.  II.  — Front  Elevation. 


b  IG.  12 


-Side  Elevation. 


Fig.  13. — Ground-flan. 


has  been  found  by  the  writer  to  have  been  successfully  used  with  tracks  as  close  as  15  ft.  9  in., 
centre  to  centre,  or  aliout  10  ft.  8  in.  between  the  outside  of  the  nearest  rail-heads. 

This  narrow  standard  could  no  doubt  be  used  with  comparative  safety  where  the  tracks  are  even 
6  in.  or  9  in.  closer  than  the  figures  given  above,  but  the  clearance  would  be  very  scant,  and  this 
reduced  spacing,  therefore,  is  not  to  be  recommended.  The  building  is  3  ft.  7  in.  wide,  out  to  out,  and 
8  ft.  3  in.  long,  out  to  out,  w-ith  a  coal-box  on  the  rear  2  ft.  9  in.  long.  The  height  of  the  eaves  above 
top  of  rails  is  8  ft.  When  the  building  is  located  between  a  main  track  and  a  side  track,  the  side  facing 
the  main  track  is  placed  4  ft.  in  the  clear  from  the  gauge  face  of  the  nearest  rail,  while  the  side 
facing  the  side  track  is  placed  3  ft.  6  in.  in  the  clear  from  the  nearest  gauge  face.  The  room  is  3  ft. 
3  in.  wide,  7  ft.  7  in.  long,  and  7  ft.  6  in.  high  inside,  in  the  clear,  'i  he  door-opening  is  only  19  in. 
wide  in  the  clear  ;  the  door  is  6  ft.  6  in.  high,  with  a  fi.xed  sash  in  upper  panel. 

There  is  one  window,  18  in.  X  3  ft.  6  in.,  in  the  rear  end.  The  lOom  is  provided  with  a  small 
cast-iron  stove,  taking  up  aliout  iS  in.  of  floor-space;  a  bench,  14  in.  wide  by  4  ft.  long  ;  and  a 
locker,  9  in.  deep  and  2  ft.  6  in.  wide,  extending  from  floor  to  ceiling.  A  small  stool  or  chair  com- 
pletes the  interior  outfit.  The  building  is  ceiled  inside  with  narrow  tongued  and  grooved  boards, 
and  sheathed  on  the  outside  with  ujiright  boards  and  battens.  No  studding  whatever  is  used  on  the 
long  sides  of  the  building,  parallel  with  the  tracks,  the  inside  ceiling  being  nailed  directly  against  the 
outside  boarding.  At  the  ends  of  the  building  studs  2  in.  thick  are  used  at  the  corners  and  on  each 
side  of  the  door  and  rear  window.  The  roof  is  slightly  curved,  made  of  tongued  and  grooved  boards 
laid  lengthwise  with  the  building,  and  covered  with  tin. 


U  :4  TCHMAN-  S   SUA  N  TIES.  5 

Standard  Watchman's  Shanty,  Pennsyhuinia  Railroad. — The  standard  watchman's  shanty  of  the 
Pennsylvania  Railroad,  illustrated  and  described  in  the  issue  of  the  Railroad  Gazette  of  November 
12,  1880,  is  an  oblong  frame  structure,  5  ft.  X  7  ft.  inside,  with  a  plain  doul)le-pitched  gable  roof. 
There  is  a  2  ft.  X  6  ft.  3  in.  door  in  front,  and  on  each  side  of  the  room  are  large  windows.  A  stove 
occupies  one  of  the  rear  corners  of  the  building,  while  the  opposite  side  of  the  room  is  provided  with 
a  long  bench.  The  roof  projects  about  18  in.  on  all  sides,  and  is  covered  either  with  tin  or  tarred 
roofing-felt.  The  building  is  ceiled  on  the  inside  only,  the  frame  showing  on  the  outside,  arranged  so 
as  to  produce  a  pleasing  effect. 

Watchman  s  Shanty,  Norfolk  &=  Western  Railroad. — The  watchman's  shanty  of  the  Norfolk  & 
Western  Railroad,  shown  in  Figs.  14  to   16,  is  an  oblong  frame  structure,  5  ft.  X  7  ft.,  witli  a  plain 


Fig.  14. — Front  Elevation. 


Fig.  15. — Side  Elevation. 


Fig.  16. — Ground-plan. 


double-pitched  gable  roof  covered  with  tin.  The  building  is  ceiled  on  the  inside  only,  the  frame 
showing  on  the  outside.  The  details  of  this  design  are  practically  the  same  as  the  standard  watch- 
man's shanty  of  the  Pennsylvania  Railroad,  illustrated  in  the  issue  of  the  Railroad  Gazette  of  Novem- 
ber 12,  1880,  as  mentioned  above. 

Design  for  a  Watchman's  Shanlv,  iy  ]V.  B.  Parsons,  Jr. — Mr.  W.  B.  Parsons,  Jr.,  presents  in  his 
book  on  "Track"  a  design  for  a  watchman's  shanty.  The  building  is  oblong,  5  ft.  X  7  ft.  inside, 
with  a  double-pitched  gable  roof  covered  with  No.  24  galvanized  corrugated  iron.  The  outside  is 
covered  with  upright  boards  and  battens,  but  the  inside  is  not  ceiled.  There  is  a  2  ft.  6  in.  X  6  ft.  6  in. 
door  in  front  w-ith  a  fi.xed  12  in.  X  12  in.  light  in  the  upper  panel.  On  all  sides  of  the  room  are 
small  windows.  The  dimensions  of  the  principal  timbers  used  are  as  follows:  sills,  3  in.  X  6  in.; 
fioor-joists,  2  in.  X  3  in.;  corner-posts,  3  in.  X  3  in.;  plates,  3  in.  X  6  in.;  door-studs,  2  in.  X  3  in.; 
horizontal  studding,  2  in.  X  3  in.;  rafters,  2  in.  X  4  in.,  spaced  27  in.  centres  ;  purlins  at  eaves  and 
at  ridge,  i  in.  X  4  in.;  eave.s-board,  2  in.  X  5  in.;  window  and  door  casings,  4  in.  X  i  in.;  door,  i-in. 
boards  ;  frame  covered  with  i-in.  boards  and  2-in.  chamfered  battens  ;  floor,  2-in.  [>lank. 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


CHAPTER    II. 

SECTION  TOOL-HOUSES. 

Section  tool-houses  or  hand-car  houses  are  used  for  storing  hand-cars,  tools,  and  supplies 
required  in  connection  with  the  construction  or  the  maintenance  of  the  track  and  roadbed  on 
a  railroad.  They  also  afford  shelter  to -the  men  during  very  heavy  or  prolonged  storms  and 
are,  to  a  limited  extent,  frequentK'  used  as  the  section-master's  workshop.  There  is  usually 
one  house  for  every  track  section  of  the  road  or  for  every  regular  track  gang;  in  yards  or  at 
large  terminals  several  small  houses  or  one  large  tool-house  are  frequently  used. 

Section  houses  will  be  found  located,  as  a  rule,  from  three  to  ten  miles  apart,  according 
to  the  local  conditions  on  each  road,  the  number  of  tracks,  and  other  controlling  circumstances. 
The  adoption  of  a  standard  design  becomes  very  essential,  owing  to  the  frequency  with  which 
these  buildings  occur.  Hence  there  are  but  few  roads  that  cannot  show  something  in  this 
line,  although  the  methods  employed  dififer  considerably. 

The  general  requirements  for  a  section  tool-house  are  that  space  should  be  provided  for 
the  hand-car  and  tools  used  by  the  gang  on  the  track,  in  addition  to  which  provision  should 
be  made  for  the  storage  of  lamps,  signal  appliances,  oil-cans,  and,  to  a  limited  extent,  such 
supplies  as  rope,  spikes,  nails,  track-bolts,  fishbars,  etc.,  without  seriousl)-  bhicking  the  floor- 
space.  Boxes,  shelves,  and  racks  for  storing  tools,  lamps,  oil-cans,  bar  iron,  tool  steel,  etc., 
conveniently  arranged,  aid  materially  in  keeping  everything  well  a.ssorted  and  yet  confined  to 
the  least  space.  A  small  locker  for  the  section  foreman  to  keep  blank  reports,  time  books, 
and  other  papers,  and  a  short  work-bench,  to  be  used  at  odd  times  for  making  light  repairs 
to  the  outfit,  will  about  complete  the  furniture.  On  some  roads  the  tool-house  only  serves 
for  storing  the  hand-car  and  the  few  tools  in  daily  use,  in  which  case  a  building  slighth- 
larger  than  the  hand-car  suffices  without  any  further  inside  fixtures. 

The  location  of  the  building  should  be  alongside  of  a  track.  The  most  desirable  site  is 
at  the  head  of  a  siding  opposite  the  stopping-post  near  the  switch  leading  off  the  main  track, 
the  advantage  being  that  the  section  men  can  dodge  in  and  out  of  the  main  track  between 
trains  with  greater  ease  and  less  risk  than  if  they  had  to  lift  the  hand-car  on  and  off  the  main 
track.  In  yards  or  at  stations  this  feature  is  preserved  by  locating  the  tool-house  near  the 
head  of  the  yard. 

These  buildings,  with  probably  few  exceptions,  are  frame  structures,  sheathed  only  on 
the  outside  and  roofed  with  tin,  shingles,  or  corrugated  iron.  The  designs  in  use  differ 
mainly  in  the  location  of  the  large  door  and  the  position  the  hand-car  track  occupies  inside 
of  the  house.  In  all  cases  provision  must  be  made  to  enable  a  hand-car  to  be  placed  outside 
of  the  house  without  obstructing  any  tracks.  Whether  to  place  the  door  in  the  gable  end 
or  in  the  side  of  the  building  is  a  much-disputed  question,  which  the  width  of  the  right  of 
way  available   outside  of  the  tracks  will   frequently  determine       With  a  very  limited   right  of 


SECTION    TOOL-HOUSES.  7 

ua}-  wiilth  the  design  with  the  dooi  in  tiie  yable  end  and  the  building  placed  lengthwise  with 
the  track  and  close  to  it  \\  ill  be  the  proper  standard  to  adopt,  as  it  takes  up  the  least  space 
crosswise  of  the  right  of  \\a\-.  The  disatK'antage  is  that  the  hand-car  nnisl  be;  turned  on  the 
platform  in  front  of  the  house  instead  of  running  directly  into  the  house  after  being  lifted  off 
the  track. 

If  the  house  is  small,  the  placing  of  the  door  to  either  side  of  the  central  line  of  the 
building  is  a  good  method  to  adopt,  as  otherwise  the  hand-car,  when  in  the  house,  seriously 
narrows  the  floor-space  on  both  sides.  The  best  location  for  the  door  is  near  one  end  of  the 
long  side  of  the  building.  There  should  be,  however,  sufficient  space  left  between  the  hand- 
car and  the  nearest  gable  end  for  a  man  to  pass,  and  also  to  allow  the  wall-space  along  the 
gable  to  be  used  for  racks  to  hold  extra  tools  and  sundry  supplies.  At  the  opposite  gable 
enil,  tool-boxes,  shelves,  lockers,  and  a  short  work-bench  could  be  located,  leaving  ample 
floor-space  for  the  men  to  move  around  freely  and  for  the  storage  of  miscellaneous  supplies 
in  small  quantities. 

One  or  more  small  windows,  closed  either  with  a  board  shutter  or  sliding  board  sash,  are 
useful  for  the  admission  of  sufificient  light  to  allow  of  the  selection  and  assorting  of  materials, 
the  cleaning  of  lamps  and  repairing  of  tools,  etc.,  without  having  to  depend  on  the  open  door 
for  light,  which  would  be  objectionable  in  stormy  weather.  A  floor  of  cinders  or  fine  ballast 
serves  for  all  purposes  as  well  as  a  wooden  floor,  provided  the  location  of  the  building  will 
atlmit  of  good  drainage. 

While  quite  cheap  in  design,  the  Pennsylvania  Railroad's  tool-house  presents  a  very  neat 
appearance.  The  Philadelphia  &  Reading  Railroad's  tool-house  ranks  well  in  point  of  ap- 
pearance, but  it  is  hardly  to  be  recommended  for  tool-houses  generally,  except  on  sections  of 
a  railroad  with  hcav\-  passenger  tra\-el.  The  tool-house  of  the  Union  Pacific  Railway  is  one 
fit  the  best  buiklings  for  the  [lurposc,  uidess  a  gable-end  standard  is  required  owing  to 
limited  width  of  right  of  way.  The  general  style  of  the  tool-house  presented  by  W.  W. 
Parsons,  Jr.,  in  his  book  on  "  Track,"  and  the  standard  of  the  Atchison,  Topeka  &  Santa  P'e 
Railroad,  are  very  similar  to  the  design  of  the  Union  Pacific  Railway.  In  the  Cincinnati 
Southern  Railway's  tool-house,  where  the  track  enters  on  one  side  of  the  gable  end,  the 
floor-space  is  not  utilized  as  well  as  in  the  Union  Pacific  Railway's  design.  The  Northern 
Pacific  Railroad's  plans  belong  to  the  cheapest  structures  shown;  they  are  not  intended  for 
carrying  much  material  or  many  extra  tools  in  store,  and  are,  therefore,  small. 

Relative  to  the  size  of  these  structures,  the  Pennsylvania  Railroad  has  three  standards, 
respectively  16  ft.  2  in.  X  30  ft.  2  in.,  16  ft.  2  in.  X  20  ft.  2  in.,  and  12  ft.  1  in.  X  14  ft.  2  in.; 
the  Cincinnati  Southern  Railway,  12  ft.  X  16  ft.  8  in.;  the  Union  Pacific  Railwa)-,  10  ft.  X  14 
ft.:  the  Atchison,  Topeka  &  Santa  Fe  Railroad.  12  ft.  X  16  ft.;  design  by  W.  B.  Parsons, 
Jr.,  12  ft.  X  18  ft.;  the  Philadelphia  &  Reading  Railroad,  10  ft.  X  13  ft.;  the  Northern 
Pacific  Railroad,  10  ft.  X  14  ft.;  the  single  hand-car  house  on  the  Northern  Pacific  Railroad, 
9  ft.  X  \2  ft.;   the  Lehigh  Valley  Railroad.  i6  ft.  X  20  ft. 

Descriptions  and  plans  of  the  following  tool-houses  are  presented  illustrative  of  the  sub- 
ject discussed  in  this  chapter. 

Standard  Section  Tool-house,  Pennsylvania  Railroad. — The  standard  section  or  foreman's  tool- 
house  of  the  Penn.sylvania  Railroad,  shown   in    Figs.   17  to  21,  published  in  the  Railroad  Gazette 


8 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


of  November   12,  1880,  is  ,111  (ihlimg  frame  Iniilding   with  a  duulile-])ilclied  gable  roof  ;   llie  sides  are 
sheathed   on  the  outside  with    upright  boards  and  battens,  the  roof  being  covered  with  tin.     'I'here 


Fig.  17. — Front  Elevation. 


Fig.  iS. — Ground-plan. 


1 

X: 

-       9'&" 

\ 

T 

Fig.   in. — Sipk  Elevation. 


Fig.  20.  — Section. 


Fig.  21. — Elevation  of  Frame. 


are  three  standard  sizes  in  use,  viz.:  size  "  A,"  16  ft.  2  in.  X  30  ft.  2  in.;  size  "  B,"  16  ft.  2  in.  X  20 
ft.  2  in.;  size  "C,"  12  ft.  2  in.  X  14  ft.  2  in.  Tlie  building  is  phiced  either  with  the  gable  end  or  the 
side  facing  the  tracks,  according  to  the  space  available  between  the  outside  track  and  the  right  of 
way  line.  In  all  cases  a  large  door  for  admitting  a  hand-car  is  provided  at  the  centre  of  the  gable 
end.  The  details  of  the  door  and  window  casings,  corner-boards,  cornices,  and  gables  are  simple 
but  very  neat. 

Size  "  B  "  is  shown  on  the  plans  mentioned.  Size  "  A  "  is  substantially  similar  in  design,  e.xcept 
that  a  third  window  is  added  on  each  of  the  long  sides.  The  buildings  are  generally  placed  on  a 
stone  foundation-wall,  which  is,  however,  omitted  on  branch  roads.  There  are  stone  walls  under 
the  rails  forming  the  hand-car  track  inside  the  house,  which  walls  serve  also  to  support  the  floor- 
joists.  The  principal  dimensions  are  as  follows:  track-stringers,  5  in.  X  12  in.;  floor-joists,  5  in.  X  8 
in.;  2-in.  floor,  top  of  floor  flush  with  top  of  rail;  sills,  5  in.  X  8  in.;  corner-posts,  5  in.  X  6  in.;  door 
and  window  studs,  3  in.  X  5  in.;  plates,  4  in.  X  6  in.;  rafters,  3  in.  X  6  in.,  spaced  30  in.  lietween 
centres;  collar,  2  in.  X  4  in.;  tie-beam,  2  in.  X  6  in.;  windows,  four  lights,  each  10  in.  X  16  in.,  v.ith 
shutters;  door,  7  ft.  X  7  ft.,  in  two  sections,  hung  on  rollers;  heiglit  from  top  of  floor  to  bottom  of 
tie-beam,  8  ft.  There  are  two  lines  of  nailing-pieces  between  the  upright  studs,  and  also  angle- 
braces  at  the  corners  of  the  frame. 


SECTION    TOOL-HO  USES. 


1 


In  size  C  there  is  unly  one  window  mi  a  side,  and  tlie  door  is  single,  liint;cd,  3  ft.  6  in.  wide. 
The  floor  is  made  of  2-in.  plank,  laid  on  regnlar  lloor-joists  crosswise  of  the  Iniilding,  3  in.  X  12  in., 
and  spaced  15  in.  between  centres.      Tliis  standard  is  only  used  wliere  a  hand-car  need  not  be  housed. 

Standard  Section  Tool-house,  Union  Pacific  Railway. — 'I'he  standard  section  tool  and  hand-car 
house  of  the  Union  I'acific  Railway,  shown  in  Figs. 
22  to  24,  is  a  frame  building,  10  ft.  X  14  ft.,  with 
a  double-pitched  gable  roof.  Tiie  building  is 
sheathed  on  the  outside  with  vertical  boards  and 
battens  ;  the  roof  is  covered  with  shingles.  The  large 
door,  6  ft.  X  6  ft.,  for  the  hand-car  is  situated  at  one 
end  of  the  long  side  of  the  house  facing  the  track. 
At  each  gable  end  of  the  building  there  is  one 
window,  2  ft.  X  3  ft.  7  in.,  without  sash,  but  closed 
with  a  Doard  shutter  hinged  on  the  outside  of  the 
building.  The  height  of  frame  from  top  of  sill  to  top 
of  plate  is  6  ft.  9  in. 

The  ]5rincipal  sizes  are  as  follows:  sills,  4  in.  X  4 
in.;  plates,  2  in.  X  4  in.,  double;  corner-posts,  4  in.  X 
4  in.;  studs,  2  in.  X  4  in.;  door-studs,  2  in.  X  4  in.,  double;  nailing-jneces,  2  in.  X  4  in.;  rafters, 
2  in.  X  4  in.,  spaced  42  in.  between  centres;  collars,  i  in.  X  6  in.;  roof-boards,  i  in.  X  6  in.,  laid 
open;  subsills,  2  in.  X  6  in.;  rails  for  liand-car  track,  4  in.  X  4  in.,  laid  on  the  ground;  corner- 
boards,  J  in.  X  4  in.;   frieze,  J  in.  X  10  in.;   door-rails,  2  in.  X  6  in.;  door-styles,  2  in.  X  8  in. 


Fig.  22. — Front  Et.kvation. 


I —  _ 

'to-- 

4 

II                  J                  il 

• 

■1 

I 

i        ! 

1                        : 

1 

ij 

1      i^i 

■  1 

i 

•1 

1 

i 

\m1 

=» 

i ^ ^ 

If  1 

Fig.  23. — End  Elevation  and  Cross-section. 


SCALE  IN   FEET 
10         12        3        4 

fcMuM 1 I : [ 1 : — 

Fig.  24. — Ground-plan. 


Standard  Hand-car  and  Tool-hoiixc,  Cincinnati  Southern  Railway.  The  standard  hand-car  and 
t-ool-house  of  the  Cincinnati  Southern  Railway,  shown  in  Figs.  25  to  27,  is  a  frame  building, 
12  ft.  X  16  ft.  8  in.,  with  a  doidile-pitched  gable  roof.  The  building  is  sheathed  on  the  outside  with 
vertical  boards  and  battens,  and  roofed  with  shingles.  The  door  for  tiie  hand-car  is  located  on  one 
side  of  one  of  the  gable  entls  of  the  building  ;  its  size  is  7  ft.  X  7  ft.,  in  one  piece,  and  hinged  on  one 
side.  There  are  no  windows  whatever  in  the  l)tiilding.  The  height  of  frame  from  to)!  of  floor  to 
bottom  of  tie-beam  is  7  ft.  2  in.  The  hand-car  track,  entering  on  one  side  of  one  of  the  gable  ends 
of  the  building,  remains  on  that  side  in  the  building,  while  the  rest  of  the  floor  and  wall  space  on 
the  opposite  side  is  reserved  for  storage  of  tools,  lanterns,  and  sundry  materials.  For  this  purpose 
there  are  two  boxes,  each  6  ft.  long,  2  ft.  6  in.  wide,  and  2  ft.  6  in.  high,  and  a  set  of  shelves. 

The  principal  sizes  used  are  as  follows:  foundation-posts,  8  in.  X8  in.;  sills,  4  in.  X4  in.; 
corner-posts,  4  in.  X  4  in.;  door-studs.  4  in.  X  4  in.;  intermediate  studs  on   Icjiig  sides,  2  in.  X  4  in.; 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


plates,  2  in.  X  4  in.,  double;  rafters,  2  in.  X  4  in.,  spaced  24  in.  between  centres;  ridge-piece,  2  in. 
X  6  in.;  tie-beams  at  every  other  set  of  rafters,  2  in.  X  4  in.;  roof-lwards,  i  in.,  laid  close;  angle- 
braces  at  top  and  bottom  corners  of  frame,  2  in.  X  4  in.;  outside  Ijoarding,  9  in.  X  i  in.;  battens,  3 
in.  X  I  in.;  board  at  end  of  rafters,  8  in.  X  i  in.;  door,  i-in.  boards;  door-rails,  door-styles,  and  angle- 


FiG.  25. — Front  Elevation. 


Fig.  211. — Cross-section. 


Fig.  27. — Ground-I'1,.\N- 


brace  of  door,  8  in,  X  \\  in.;  barge-board,  7  in.  X  i  in.;  floor,  2-in.  oak.  The  floor  and  the  rails  for 
the  hand-car  track  rest  on  6  in.  X  4  in.  mud-sills,  laid  on  the  ground,  4  ft.  apart.  The  top  of  the 
rail  is  2  in.  above  the  top  of  floor. 

The  contract  price  for  these  standard  tool-houses,  erected  complete  in  place,  was  $75 — at  the 
time  the  Cincinnati  Southern  Railway  was  built,  about  1878  to  1880. 

The  specification  for  this  luiilding  will  be  found  included  in  the  General  Speeifications  of  the  Cin- 
cinnati Southern  Railway,  printed  in  the  Appendix  at  the  back  of  this  liook. 

Standard  Tool-heruse,  Atchison,  Topcka  &'  Santa  Fe  Railroad-— 'X\\q  standard  tool-house  of  the 
Atchison,  Topeka  &  Santa  Fe  Railroad  is  a  frame  building,  12  ft.  X  16  ft.,  with  a  double-pitched 
gable  roof.  The  outside  is  sheathed  with  upright  boards  and  battens;  the  roof  is  covered  with  tin. 
The  door  for  the  hand-car,  6  ft.  X  6  ft.,  hung  on  rollers,  is  located  at  one  end  of  the  long  side  of  the 
house  facing  the  track,  similar  to  the  design  for  the  tool-house  of  the  Union  Pacific  Railway,  shown 
in  Figs.  22  to  24.  In  each  gable  end  there  is  one  window-opening,  2  ft.  6  in.  X  2  ft.  6  in.,  closed  by  a 
sliding  board  sash.  The  height  of  frame  from  the  bottom  of  sill  to  the  top  of  plate  is  8  ft.;  the  top  of 
floor  is  one  foot  above  the  bottom  of  sill  and  consists  of  boards  laid  on  joists.  There  is  no  special 
track  in  the  house  or  outside  of  it  for  the  hand-car.  The  long  side  of  the  building  is  placed  parallel 
■with  the  track,  12  ft.  distant  from  the  nearest  rail.  The  standard  plan  shows  pile  foundations,  three 
lines  with  four  piles  each;  one  line  under  each  gable  and  one  line  across  the  middle  of  the  building. 
The  space  between  the  front  of  the  building  and  the  nearest  track-rail,  12  ft.  wide  and  16  ft.  long,  is 
covered  by  a  platform  having  a  fall  from  the  building  toward  the  track. 

The  principal  sizes  are  as  follows:  sills,  4  in.  X  4  in.;  corner-posts,  2  in.  X  4  in.,  double;  studs, 
2  in.  X  4  in.;  plates,  2  in.  X  4  in.;  nailing-pieces,  2  in.  X  4  in.;  rafters,  2  in.  X  4  in.,  spaced  27  in. 
between  centres;  tie-beams,  6  in.  X  i  in.;  angle-braces  at  top  and  bottom  corners  of  frame,  2  in.  X  6 
in.;  joists,  2  in.  X  6  in.,  spaced  20  in.  between  centres,  spanning  8  ft.;  floor,  2-in.  boards.  Pitch  of 
roof  \. 

Standard  Tool-house,  Philadelphia  &>  Reading  Railroad.— Tht  standard  tool-house  of  the  Phila- 
delphia &  Reading  Railroad  is  a  frame  structure,  13  ft.  X  10  ft.,  shown  in  ground-plan  in  Fig.  28. 
There  are  quite  a  number  of  altern.uive  designs  for  the  exterior  of  these  buildings  adopted  as  stand- 
ards, so  as  to  avoid  sameness  of  design  along  the  road;  the  general  features  and  the  ground-plan, 
however,  remain  the  same  in  all  cases.  One  of  these  alternatives,  shown  in  Figs.  29  and  30,  has  a 
double-pitched  gable  roof  with  a  false  front  and  shed-roof  extension  over  the  large  door.  Another 
design  has  a  hip  roof,  as  shown  in  Figs.  31  and  32.  The  buildings  in  all  cases  are  sheathed  on  the 
outside  with  narrow  tongued  and  grooved  boards,  put  on  diagonally,  vertically,  or  horizontally,  which 
feature,  in  connection  with  the  corner-boards,  base-boards,  frieze-boards,  and  panel-boards,  causes  the 
exteriors  of  these  buildings   to   present  a  very  striking  and   tasteful   appearance.     The   inside  of  the 


SECTION    TOOL-HO  USES. 


II 


building  is  ccilcil  close.  There  are  no  windows  at  all.  The  door  is  located  at  the  middle  of  the  long 
side  next  to  the  track,  and  it  is  6  ft.  wide,  in  two  sections,  hung  from  above  and  sliding  sideways. 
The  floor  is  formed  of  boards  on  joists.     The  roof-covering  is  tin  or  slate,  frc(iuenlly  laid,  or  painted, 


****"        ' 


SCALE   IN    FEET 


2       3       4       E       B 
.J I t I L 


J 


Fig.  28. — Ground  PLAN  "A"  and  "  B" 


Fig.  2g. — Front  Elevation  "A". 


Fig.  30. — Side  Elevation  "A". 


Fig.  31. — Front  Elevation  "  B" 


Fig.  32. — Side  Elevation  "  B". 


according  to  an   ornamental   design,  and  finislied   off  with  galvanized-iron   cornices,  ridge-rolls,  and 
finials. 

Sec/ion  Tool-house,  Norllicrii  racific  Railroad. — The  standard  section  tool-house  of  the  Nortliern 
Pacific  Railroad,  shown  in  Figs.  33  to  35,  is  a  frame  structure,  10  ft.  X  14  ft.,  with  a  double- 
pitched   gable    roof,  sheathed   on    the   outside    with    horizontal    weather-boarding,    and    roofed    with 


SCALE   IN    FEET 
10    12    3  4    5,     ,     ,     ,'0 

biji !_l — 1— ] — I — I — I     I     I     I 


Fig.  33. — FRONr  Elevation. 


Fig.  3.) — Stdf.  Elevation. 


Fig.  35. — Groi'nd  I'LAN. 


shingles.  The  large  door  for  the  hand-car  is  situated  in  the  centre  of  the  long  side  of  the  building 
facing  the  track;  it  is  6  ft.  wide,  in  two  sections,  hinged  on  the  outside  of  the  building.  There  is 
one  window  in  the  house  opposite  the  entrance.  The  height  from  the  top  of  sill  to  the  bottom 
of  plate  is  8  ft. 


BUILDINGS  ANJy   STRUCTURES  OF  AMERICAN  RAILROADS. 


The  liaiid-car  irark  iiisidL-  of  the  house  is  fonned  of  rails  on  cross-ties.  Along  each  gable  end 
of  the  house  there  are  racks  and  shelves  for  stocking  tool's. 

The  principal  sizes  used  are  as  follows:  sub-sills,  6  in.  X  8  in.;  sills,  6  in.  X  6  in.;  door-sluds, 
4  in.  X  4  in.;  braces,  2  in.  X  4  in.;  studs,  2  in.  X  4  in.;  plates,  2  in.  X  4  in.;  ceiling-joists,  2  in.  X  4 
in.;  rafters,  2  in.  X  4  in. 

Single  Hand-car  House,  Northern  Pacific  Railroad. — The  standard  single  hand-car  house  of  the 
Northern  Pacific  Railroad,  with  accommodations  for  one  hand-car,  shown  in  Figs.  36  and  37, 
adopted  on  some  sections  of  the  road  in  place  of  the  standard  section  tool-house,  described  above,  is 
a  frame  structure,  9  ft.  X  12  ft.,  sheathed  on  the  outside  with  vertical  boards  and  battens  and  roofed 
with  shingles.  The  large  door  is  at  the  gable  end  of  the  building  facing  the  track;  it  is  6  ft.  wide,  in 
two  sections,  hinged  on  the  outside  and  swinging  outward.  The  building  is  placed  with  the  gable  end 
facing  the  track,  15  ft.  distant  from  the  nearest  rail.  This  space  is  covered  by  a  platform,  the  same 
widtli  as  the  house,  and  sloping  down  toward  the  track.  The  height  of  frame  from  floor  to  top  of 
plate  is  7  ft.     There  are  no  windows  in  the  house. 


Fig.  36.— Front  Elevaiiox  and  Cross-sec iion. 


Fig.  37. — Side  Elevation. 


The  principal  sizes  used  are  as  follows:  sills,  6  in.  X  6  in.;  floor-joists,  4  in.  X  8  in.,  spaced  27 
in.  between  centres,  spanning  12  ft.;  plates,  2  in.  X  4  in.,  upright;  rafters,  2  in.  X  4  in.;  floor,  2  in.; 
joists  under  platform,  2  in.  X  8  in.,  spaced  27  in.  between  centres,  spanning  12  ft.;  hand-car  track- 
rails,  2  in.  X  3  in.,  nailed  on  top  of  flooring. 

Double  Hand-car  House,  Northern  Pacific  Railroad. — The  standard  double  hand-car  house  of  the 
Northern  Pacific  Railroad  is  practically  composed  of  two  single  houses,  the  same  as  shown  in  Figs. 
36  and  37,  placed  side  by  side  with  one  roof  over  both  of  them.  'I'his  standard  can  be  used 
with  certain  advantages,  wherever  several  gangs  are  located  at  the  same  place  and  it  is  desirable  to 
separate  the  tools  and  eiiuiiinient  of  each  gang,  while  keeping  the  general  stock  and  suiiplies  under 
the  same  roof. 

Section    Tool-house,   Lehigh    Valley  Railroad. — The    tool-house    of    the    Lehigh   Valley  Railroad, 


at-'  ■  1 

foreman's 

. /<••- 

Fig.  38. — Front  Elevation. 


Fig.  39. — Gi;ouND-ri,AN. 


in   use  on   the   New  Jersey   Division,  shown   in    Figs.  38   and  39,  designed   by    Mr.  C.  Rosenberg, 
Master  Carpenter,  New  Jersey  Division,  L.  V.   R.  R.,  is  a  frame  structure,  16  ft.  X  20  ft.,  ceiled  on 


SECTION    TOOL-HOUSES. 


n 


the  inside  with  i-iii.  boards,  sheatlicd  on  the  outside  with  bevelled  weather-boardini;,  and  roofed  with 
slate  on  boards.  Inside  there  is  a  small  space,  8  ft.  X  6  ft.,  partitioned  off  for  the  foreman.  In  the 
front  gable  end  there  is  a  small  door  and  a  large  sliding  door  for  hand-cars.  On  each  of  the  sides  of 
the  building  there  are  two  windows.  At  the  back  of  the  room  there  is  a  brick  flue  and  a  small  work- 
bench. This  building  can  accommodate  several  hand-cars  and  [nish-cars,  and  offers  storage  space 
for  a  considerable  cpiantity  of  track  tools  and  miscellaneous  supplies.  The  design  does  not  offer  any 
jiarticularly  new  features,  excepting  the  special  inclosure  for  the  use  of  the  foreman,  which  is  to  be 
recommended  wherever  foremen  are  expected  to  do  considerable  clerical  work  in  connection  with 
reports,  etc.  It  also  affords  an  opportunity  to  lock  up  special  supplies  and  more  costly  articles, 
keeping  them  thus  distinct  from  the  general  stock  that  all  the  men  have  access  to. 

Tool-house  Design  by  IV.  B.  Parsons,  Jr. — Mr.  W.  B.  Parsons,  Jr.,  gives  in  his  book  on  "Track" 
a  design  for  a  tool-house,  the  characteristic  features  of  which  are  described  below.  The  building 
is  a  frame  struc'ture,  12  ft.  X  18  ft.,  sheathed  on  the  outside  with  vertical  boards  and  battens,  and 
roofed  with  a  double-pitched  gable  roof  covered  with  No.  24  galvanized  corrugated  iron.  The  large 
door  for  the  hand-car,  6  ft.  9  in.  square,  hung  on  rollers,  is  situated  at  one  end  of  the  long  side  of 
the  building  facing  the  track,  similar  to  the  arrangement  on  the  Union  Pacific  Railway  and  the 
.Atchison,  Topeka  &  Santa  Fe  Railroad.  In  each  gable  end  and  on  the  side  of  the  house  away  from 
the  track  there  is  a  window  with  a  sliding  sash,  four  lights,  each  10  in.  X  12  in.  There  is  no  special 
track  or  set  of  stringers  for  a  hand-car  inside  of  the  house.  The  floor  is  laid  on  joists.  The  height  of 
frame  from  top  of  floor  to  bottom  of  plate  is  6  ft.  10  in.  There  is  a  2-ft.  work-bench  and  a  locker 
located  at  the  gable  end  of  the  building  away  from  the  door. 

The  principal  materials  and  sizes  used  are  as  follows;  sills,  6  in.  X  6  in;  corner-posts,  4  in.  X  6 
in.;  studs  at  centre  of  long  sides,  4  in.  X  6  in.;  plates,  4  in.  X  6  in.;  nailing-pieces,  4  in.  X  6  in.; 
door-studs,  2  in.  X  5  in.;  rafters,  2  in.  X  4  in.,  spaced  24  in.  between  centres;  collars,  6  in.  X  i  in.; 
floor,  2  in.;  floor-joists,  3  in.  X  8  in.,  spaced  21  in.  between  centres,  notched  3  in.  onto  sills;  barge- 
boards,  2  in.  X  il  in.;  door-frame,  5  in.  X  i  in.;  door,  i-in.  boards;  top,  middle,  and  bottom  door- 
rails,  9  in.  >  I  in.;  door  hung  with  two  No.  4  barn-door  hangers,  4-in.  wheels;  board  at  ends  of 
rafters,  5  in.  X  i  in.  The  corrugated  iron  roofing  rests  on  three  boards,  4  in.  X  1  in.,  laid  on  the 
rafters,  one  at  the  ridge,  one  at  the  eaves,  and  one  at  the  centre  of  each  rafter. 

Section  Tool-house,  Macon  is'  Birmingham  Railroad. — The  standard  section  tool-house  of  the 
Macon  &  Birmingham  Railroad  is  illustrated  in  the  issue  of  Engineering  Navs  of  May  26,  1892. 


14  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


\ 


CHAPTER   III. 

SECTION    HOUSES. 

The  name  "  section  house  "  on  a  railroad  generally  applies  tu  the  dwelling-houses  sup- 
plied by  the  railroad  company  for  the  use  of  the  men  employed,  more  particularly  on  the 
track,  as  foremen  or  track  hands.  It  is  very  essential  that  the  men  employed  on  track- 
work  live  on  their  section,  or  as  close  to  it  as  feasible,  so  as  to  be  always  on  hand  in  case  of 
emergencies  and  to  avoid  loss  of  time  in  going  to  and  from  their  worlc.  Where  the  route  of 
a  railroad  does  not  pass  tiirough  thickly-settled  districts,  a  railroad  company  is  forced,  for 
the  reasons  mentioned,  to  build  special  houses,  known  as  "  section  houses."  The  distinction 
between  these  and  "dwelling-houses  for  employes"  lies  mainly  in  the  different  styles  and 
sizes  of  the  two,  the  section  houses  being  usually  much  smaller  and  built  on  a  cheaper  scale 
than  the  dwelling-houses  proper.  The  latter  will  be  grouped  under  the  heading  of  "  Dwelling- 
houses  for  Employes." 

The  general  requirements  for  a  section  house  are  that  it  be  cheap  and  built  to  suit  the 

-local- climatic  conditions.     There  are  two  kinds  in   use,  namely,  one  for  the  accommodation 

of  one  or  more  families  and  the  other  for  a  number  of  men.     The  section  foreman  and  the 

r-married  hands  who  have  their  families  with  them  generally  live  in  the  first-mentioned  style 

of  house,  while  the  single  men  or  men  without  their  families  are  expected  to  club  together 

under  one  roof. 

Section  houses,  probably  in  all  cases,  are  frame  structures,  roofed  with  shingles  or  tin, 
and  sheathed  on  the  outside  with  upright  boards  or  horizontal  weather-boarding.  According 
to  the  importance  and  the  locality  the  exterior  is  more  or  less  elaborate.  The  designs  varj'  in 
the  different  sections  of  the  country,  and  the  influence  of  the  prevailing  types  of  farm-house 
architecture  on  the  designs  adopted  for  different  localities  is  clearly  perceptible.  According 
to  the  fuel,  large,  old-fashioned  chimneys  for  wood  fires  or  brick  and  iron  flues  are  used. 

In  the  Northeastern  States  the  couiitr)-  is  generally  so  thickly  settled  that  the  railroad 
companies  have  not  paid  much  attention  to  adopting  standard  section-house  plans.  Where 
buildings  of  that  character  are  required  at  a  few  isolated  points  along  the  line,  it  is  very  easy 
to  build  a  small  dwelling-house  similar  in  its  principal  features  to  the  general  style  of  country 
houses  in  vogue  at  each  place.  In  the  Western  sections  of  the  country  the  standard  designs, 
while  practical  and  economical,  are  as  plain  and  as  cheap  as  possible.  In  the  Southeastern 
States  the  designs  indicate  a  tendency  to  finish  the  buildings  more  comfortably  and  neatl}'. 


SECTION  HOUSES. 


IS 


This  difference  can  probably  be  traced  to  tlie  character  of  the  employ(5s  to  be  accommo- 
dated. Ill  the  West  the  class  of  the  employes  on  a  section  is  of  a  more  roving  nature  than 
in  the  Eastern  States,  where  the  men  attach  themselves  more  permanently  to  a  railroad  and 
where  there  is,  hence,  more  of  a  disposition  on  the  part  of  the  railroad  management  to  provide 
pleasant  homes  for  them. 

The  changes  of  design  causetl  by  the  climatic  conditions  arc  clearly  .shown  by  comparing 
the  standards  of  the  Northern  Pacific  Railroad,  where  everything  tends  to  keep  the  cold  out, 
with  the  .standard  of  the  Savannah,  Florida  &  Western  Railroad,  which  introduces  all  po.ssible 
means  to  obtain  good  ventilation  in  and  around  the  building. 

It  would  be  impossible  to  undertake  to  prescribe  any  particular  style  or  certain  structural 
methods  as  the  best,  as  the  local  conditions  and  circumstances  in  each  particular  case  preclude 
all  possibilit)-  of  thawing  summar)'  conclusions. 

Descriptions  of  the  following  section  houses  are  presented  as  illustrative  of  the  subject. 

Two-room  Sec/ion  House,  East  Tennessee,  Virginia  ef^  Georgia  Railroad. — 'I'lie  standard  two-room 
section  house  of  the  East  Tennessee,  Virginia  &  Georgia  Railroad,  shown  in  Figs.  40  to  43,  is  a  one- 
story  frame  building,  41  ft.  X  16  ft.,  with  a  double-pitched  roof  and  a  small  entrance-porch.  Tliis 
standard  is  intended  more  for  the  accommodation  of  a  number  of  men  than  for  a  section  foreman  or  a 
man  with  a  family.  'I'he  ground-plan  consists  simply  of  two  rooms,  each  about  15  ft.  X  18  ft.  There  is 
one  common  cliinniey  at  the  centre  of  tiie  house  leading  up  from  large  fireplaces  in  each  room.  Tlie 
rooms  have  each  an  entrance-door  from  the  front  porch  ;  otherwise  there  are  no  doors  in  ll 
building. 


Fig.  40. — Front  Ei,kva-iion. 


Fio.  41. — Em>  Elevation. 


Fli;.    42  — Gunli.Mi  I'l.AN. 


Fii;.  43.— Crosssection. 


The  building  is  roofed  with  shingles  or  tin,  and  slieathed  on  tlie  outside  with  upriglit  boards  and 
battens.     It  is  not  ceiled  on  the  inside.     The  height  of  the  frame  is  10  ft.  from  sill  to  plate. 

Tlie  principal  timbers  used  arc  as  follows;  sills,  6  in.  X  8  in.;  corner-posts,  6  in.  X  6  in.;  door 
and  window  studs,  3  in.  X  6  in.;  nailers,  3  in.  X  6  in.;  plates,  4  in.  X  6  in.;  rafters,  2  in.  X  6  in., 
spaced  24  in.  centres;  ridge-plate,  i^  in.  X  8  in.;  tie-beams,  2  in.  X  8  in.;  roof-boards,  i  in.;  outside 
sheathing,  1  in.  X  10  in.,  with  J  in.  X  2I  in.  battens;  floor-joists,  2?,  in.  X  12  in.,  spaced  18  in.  centres, 
spanning  15  ft.;  flooring,  1  in.,  tongued  and  grooved  boards;  windows,  double  sash,  each  sash  si.\  lights, 
10  in.   X  12  in.;  doors,  3  ft.  X  7  ft. 

Two  room  Section  House,  Cincinnati,  New  Orleans  &•  Texas  Pacific  Railroad. — The  standard 
section  house,  known  as  plan  No.  2,  of  the  Cincinnati,  New  Orleans  .S:  Texas  Pacific  Railroad,  is 
similar  in  general  design  to  tlie  standard  two-room  section  house  of  the  East  Tennessee,  Virginia  & 
Georgia  Railroad,  shown   in    Figs.   40   to   43,  with   exception  ol    the   porch-roof,  which    is  a   single- 


i6 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


pitch  slied-roof  in  place  of  the  high  gable-roof,  shown  in  the  illustrations  mentioned.  The  standard 
plan  shows  the  building  to  be  i6  ft.  wide  X  32  ft.  long,  although  it  can  be  built  to  any  desired 
length. 

Thicc-room  Section  House,  East  Toinessec,  Virginia  cr  Georgia  Railroad. — The  three-room  sec- 
tion house  of  the  East  Tennessee,  Virginia  &  Georgia  Railroad,  shown  in  Figs.  44  to  47,  designed 


Fig.  44. — Front  Elevation. 


Fig.  45. — End  Elea'ation. 


Fig.  4fi.— Ground-plan. 


Fig.  47. — Elevation  of  Frame. 


\ 


by  Mr.  William  Hunter,  is  a  one-story  L-shaped  frame  building,  42  ft.  X  16  ft.,  the  wing  being 
16  ft.  X  16  ft.  It  has  a  front  and  a  rear  porch  with  a  hallway  connecting  them  through  the 
centre  of  the  house,  which  feature  is  quite  a  consideration  in  a  southern  climate.  On  each  side 
of  -the  hallway  is  a  room,  17  ft.  X  15  ft.,  the  wing  having  a  third  room,  15  ft.  X  16  ft.,  suitable 
for  a  kitchen. 

The  building  is  roofed  with  tin  or  shingles,  and  covered  outside  with  upright  boards  and  battens; 
the  building  is  ceiled  or  plastered.     The  height  of  frame  from  sill  to  plate  is  13  ft. 

The  principal  timbers  used  are  as  follows  :  sills,  6  in.  X6  in.;  corner-posts,  6  in.  X  6  in.;  door 
and  window  studs,  4  in.  X  5  in.;  intermediate  studding,  2  in.  X  5  in.;  nailers,  2  in.  X  5  in.,  spaced  iG 
in.;  angle-braces,  4  in.  X  4  in.;  plates,  4  in.  X  4  in.;  rafters,  4  in.  X  4  in.,  spaced  24  in.  centres; 
floor-joists,  2  in.  X  12  in.;  windows,  double  sash,  each  sash  six  lights,  10  in.  X  16  in.;  doors,  2  ft.  10 
in.  X  6  ft.  10  in. 

Three-room   Section  House,  Chesapeake  &=  Ohio  Railway. — The  three-room  section  house  of  the 


Fig.  4S. — Front  Elevaiion. 


l"iG.  41). — End  Elevation. 


SECTION  HOUSES. 


17 


C!lics:ipcakc    tv:    ( )hi< 


Kaihvav,    shown    in 


FiL 


53  ft.  X  17  ft.,  tlic  wing  being  10  ft.  6  in.   X   i 


48    to    50,   is    a    one-story    L-sliapcd    frame   buih 
ft. 


It  lias  a  front  and  a  rear  ])ortli,  two  front  rooms, 
res|)ectivc1y  iS  ft.  X  16  ft.  and  13  ft.  6  in.  X  16  ft., 
and  a  kitclien,  10  ft.  X  10  ft. 

Tlie  building  is  roofed  with  tin  or  shingles,  cov- 
ered outside  partly  willi  upright  boards  anil  battens 
and  partly  with  bevelled  weather-boards,  which  ar- 
rangement, in  connection  with  the- corner,  base,  and 
string  boards,  adds  materially  to  the  appearance  of 
the  building.  The  inside  is  plastered.  The  height 
of  the  frame  is  1 1  ft.  from  sill  to  plate. 

'I'he  principal  timbers  used  are  as  follows:  sills, 
6  in.  X  8  in.;  corner-posts,  4  in.  X  4  in.;  studding, 
2  in.  X  4  in.;  nailers,  2  in.  X  4  in.;  plates,  3  in.  X  4 
in.;  rafters,  2  in.  X  6  in.,  spaced  24  in.;  ridge-jilate, 
2  in.  X  S  in.;  ceiling-joists,  2  in.  X  10  in.;  floor- 
joists,  2  in.  X  12  in.,  spaced  18  in.  centres  and 
spanning  16  ft.;  flooring,  i  in.,  tongued  and  grooved 
boards;  windows,  double  sash,  each  sash  six  lights,  10  in.  X  16  in. 

The  cost  of  this  building  is  stated  to  be  about  $800. 

Three-room  Section  House,  New  Orleans  &=  North  Eastern  Railroad. — The  standard  three-room 
section  house  of  the  New  Orleans  &  North  Eastern  Railroad,  a  part  of  the  Cincinnati,  New  Or. 
leans   &   Texas   Pacific   Railway  system,  shown  in   Figs.   51    and   52,  is  very  similar  in  the  general 


Fic.   50. — Ground-i'lan. 
doors,  3  ft.  X  7  ft. 


i-Aa 


Fig.   51.— End  Ei.ev.\tion.  Fic.  52.— GROUNi)ri,AN. 

lay-out  to  the  design  of  the  Chesapeake  &  Ohio  Railwa)-,  just  described  ;  but  it  is  a  much  cheaper 
building  and  less  importance  is  given  to  the  exterior.  The  design  shows  a  one-story  L-shaped 
frame  Imilding,  28  ft.  X  16  ft.,  the  wing  being  16  ft.  X  12  ft.  'I"he  building  has  a  front  and  a  rear 
porch  ;    two   front  rooms,  respectively  15  ft.  X  15  ft.  and  15  ft.  X  11  ft.  6  in.,  and  a  kitchen  15  ft.  X 

11  ft.  6  ins. 

The  roof  is  covered  with  tin  or  shingles.  The  outside  sheathing  consists  of  upright  boards  and 
battens.     The  interior  is  ceiled  or  plastered  according  to  circumstances.     The  height  of  the  frame  is 

12  f;;.  from  sill  to  plate.     The  brick  flues  rest  on  the  ceiling-joists. 

'I'he  principal  timbers  used  are  as  follows  :  sills,  6  in.  X  10  in.;  corner-jiosts,  4  in.  X4  in.;'  door 
and  window  studs,  3  in.  X  4  in.;  studs,  2  in.  X  4  in.;  nailers,  2  in.  X  4  in.;  angle-braces,  4  in.  X  ^ 
in.;  |)lates,  3  in.  X  4  in.;  rafters,  2  in.  X  6  in.,  spaced  iS  in.  centres,  ceiling-joists,  2  in.  X  6  in.;  ridge- 
plate,  2  in.  X  6  in.,  floor-joists,  2  in.  X  12  in.,  spaced  16  in.  centres,  spanning  15  ft.,  and  stayed  with 
2  in.  X  3  in.  double  bridging. 


i8 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


Section  Llouse,  Atchison,  Topeka  &=  Santa  Fe  Railroad. — The  standard  section  house  of  the 
Atchison,  Tojieka  &  Santa  Fe  Railroad,  known  as  Class  No.  4,  shown  in  Figs.  53  to  55,  is  a  very  plain 
but  practical  and  economical  design.  It  is  a  one-story  T-shaped  frame  building,  14  ft.  X  31  ft.,  with 
a  wing,  14  ft.  X  14  ft.  No  covered  porches  are  provided,  but  there  is  a  platform  on  the  rear  with  a 
washing-shelf.     The  front  door  leads  into  a  room  18  ft.  X  13  ft.,  with  two  bunks  in  it,  each  bunk  6 


ft.  6  in.  X  4  ft. 


At  the  end  of  the  main  portion  of  the  building  is  a  roo 


II  ft.  6  in.  X  13  ft-, 
A   cellar   under    the 


connected  only  with  the  kitchen.     The  kitchen  on  the  rear  is    13  ft.  X  13  ft. 

kitchen  is  entered  by  a  small  lra[)-door  in  the  fioor  of  the  kitchen. 

The  building  is  roofed  with  shingles  and  slieathed  outside  with  J-in.  drop  sitling  ;   the  interior  is 

plastered  with  two  coals,  the  second  or  brown  coat  be- 
ing trowelled  smooth.  The  walls  are  wainscoted  3  ft. 
high  from  the  floor.  'I'he  standard  plan  shows  a  fdun- 
dation  of  round  logs  set  on  mud-sills  and  buried  in  the 
ground.     The  height  of  frame  from  sill  to  plate  is  10  ft. 

The  principal  timbers  are  as  follows :  sills,  2  in. 
X  6  in.,  flat  ;  floor-joists,  2  in.  X  8  in.,  spaced  16  in.  and 
spanning  13  ft. ;  studding,  2  in.  X  4  in.;  plates,  2  in.  X  4 
in.;  rafters,  2  in.  X  4  in.,  spaced  24  in.  centres;  ceiling- 
joists,  2  in.  X  4  in.,  spaced  16  in.  centres. 


Fig.  53. — Front  Elevation. 


Fir..  54. — E\'n   Et.kvation. 


Fu;.  55. — GuouNn-pi.AN. 


W'/iili  Men's  Section  House.  Nort/iern  Pacific  Railroad. — The  white  men's  section  house  of  the 
Northern  Pacific  Railroad,  designed  by  Mr.  C.  B..  Talbot,  shown  in  Fig.  56,  is  a  very  cheap  one- 
story  frame  building  without  any  studding.  The  standard  plan  shows 
it  to  be  18  ft.  X  24  ft.,  without  any  porches  or  platforms  around  it. 
There  are  four  rooms,  namely,  a  living-room,  11  ft.  X  12  tt.,  two  bed- 
rooms, each  7  ft.  X  12  ft.  and  a  kitchen,  11  ft.  X  12  ft. 

The  building  is  roofed  with  cedar  shingles  on  boards  and  sheathed 
outside  with  tw-o  layers  of  boards,  laid  close,  with  building-paper  be- 
tween them.  The  interior  of  the  rooms  is  ceiled  with  i  in.  boards,  with 
a  layer  of  building-paper  between  the  boards  and  the  ceiling-joists.  The 
flooring  is  double,  with  building-paper  between  the  two  layers.  The 
clear  height  of  the  rooms  is  8  ft.  8  in. 
The  principal  timbers  used  are  as  follows  :  sills.  6  in  X  8  in.  ;  plates,  2  in.  X  6  in.,  upright  and 
nailed  against  the  boarding  ;  rafters,  2  in.  X  6  in.,  spaced  24  in.  centres  ;  floor-joists,  2  in.  X  8  in., 
spaced  16  in.  centres  and  spanning  9  ft.  ;  ceiling-joists,  2  in.  X  6  in.,  spaced  24  in.  centres;  doors, 
2  ft.  6  in.  X  6  ft.  6  in.;  windows,  double  sash,  each  sash  four  lights,  12  in.  X  14  i"-  There  is  no 
studding  in  this  design,  the  double  boarding  outside  connecting  the  plate  and  sill. 


Sto  factr 

L  ir/fo  Jhfo^ 

X/re/ttt 

Seo  /foeit 

Fig.  56. — Ground  TLAN, 


SEC  77 ox    f/OUSES. 


»9 


J'wo- still _v  Sfifio//   House,  Nvithdii  I'luifu    h'ln/iihn/. — Tin-   >l.nidard    iwo-slory  section    house   of 
t)ie    Nortlieni     I'a<  ifie     Railroad,    sliown    in     Figs.    57    to    60,    is    a    jjlaiii    two-story   frame    building 


Fig.  57. — Fkoni    Em-.vation. 


Fig.  58.— Cross-seci ion. 


Sec/room 
/o  111-6' 


/(ifcheh' 
/o'tisy 


I 


Bedroom 


X 


71TM 


\ 

^ 


Bedroom 


O/nir)^  room'^ 

/S'xZO 


BunH 


m 


20\  Z6-S' 


Sunk 


Bunk 


Flo.    51J.  —  GrOI'ND-PLAN.  l'"l<j.    (iO. — .Ski  DNIJ-ILOUK    I'l..\N. 

witiiout  studding  ;  the  main  portion  of  the  house  is  26  ft.  X  20  ft.,  with  a  kitchen  anne.x,  26  ft.  X  10  ft. 
There  are  five  rooms  on  the  ground-floor,  namely,  a  dining-room,  three  bedrooms,  and  a  kitchen. 
The  second  floor  forms  one  large  common  bedroom  with  a  nmiiber  of  double  bunks,  5  ft.  6  in.  X 
4  ft.  6  in.      Where  desired,  this  second  floor  can  be  di\ided  into  rooms  by  appropriate  partitions. 

The  l)uilding  is  roofed  with  shingles  on  boards,  and  sheathed  outside  with  two  layers  of  boards 
with  building-])aper  between  them.  Earth  is  packed  against  the  foot  of  the  building  to  exclude  the 
cold,  so  far  as  possible,  from  getting  under  the  floor. 

The  principal  timbers  used  are  as  follows  :  sills,  6  in.  X  8  in.;  inter-ties,  2  in.  X  8  in.,  upright  ; 
plates,  2  in.  X  6  in.,  upright  ;  rafters,  2  in.  X  6  in.;  ties,  i  in.  X  6  in.  ;  floor-joists  of  ground-floor, 
2  in.  X  S  in.,  spaced   24  in.  centres  and   sjianning  13  ft.  ;   floor-joists  of  second   floor,  2  in.  X  10  in.. 


20  BUILDIXGS   AND    SfRUCJ  UKES   Of-    AMKKICAA'   RAILROADS. 

spaced  20  111.  cciUies  ;   inside    pnrlilions,  double  1   in.  Im.irds  ,    inside   diM>is,  2    ll.   6   in.  X  6   ft.   6  in.  ; 
outside  doors,  2  ft.  8  in.  X  7  ft. 

Section  House,  Savannah,  Florida  cr  ll'es/e/n  RailroaJ. — The  standard  section  house  of  the 
Savannah,  Florida  &  Western  Railroad  and  of  the  Charleston  &  Savannah  Railroad,  shown  in 
Figs.  Ci   to  63,  is  particularly  well   suited  for  southern    climates  ;   in  fact,  the  design  is  practically 


Fig.  b\. — Side  Elevation. 


Fig.  62. — From-  Elevation. 


Fig.  (13.— GuouND-i'LAN. 


S/iC77(KV    HOUSES.  21 

copied  from  a  siiniku  ty[)c  of  soutluni  laiiii  liousc-s.  The  liouse  is  ;i  one-slory  frame  building  with  a 
high  garret  well  ventilated  at  the  gai)le  ends  with  hmvies.  A  large  jiorch  extends  along  the  entire 
front  of  the  house.  The  kitchen  is  in  a  separate  Iniilding,  15  ft.  distant  from  the  rear  of  the  main 
building,  the  two  being  connected  by  a  covered  walk. 

The  house  and  kitchen  are  set  on  brick  or  stone  jiillars.  The  space  below  the  floor  is  left  open 
to  give  ventilation  ;  several  strands  of  barbed  wire  are  stretched  from  pillar  to  pillar  around  tlie 
buildings,  to  prevent  animals  from  getting  under  the  building. 

The  main  building  is  t,t,  ft.  6  in.  X  31  ft.  in  size  and  has  live  rooms.  The  kitchen  is 
13  ft.  X  16  ft. 

Two-story  Sec f ion  House,  Louisville  iif  Nashville  Railroad. — The  two-stor)-  section  house  of  the 
Louisville  &  Nashville  Railroad,  shown  in  Figs.  64  to  66,  is  a  frame  building,  32  ft.  X  15  ft.  10  in., 
with  a  6-ft.  porch  extending  along  the  entire  front,  and  a  kitchen  annex,  12  ft.  X  12  ft.  6  in. 


Fig.  64. — Front  Elevation. 


Fig.  65.    -Cross-section. 


Fig    66   -  Ground  I'LAN. 


The  ground-floor  has  two  rooms,  each  15  ft.  X  15  ft.,  and  a  kitchen,  i  2  ft.  X  12  ft.  The  upper 
story  is  reached  by  steps  leading  uj)  from  the  kitchen  at  the  rear  of  the  house. 

Design  for  a  Section  House  by  W.  />',  Parsons,  Jr. — Mr.  W' .  li.  Parsons,  [r.,  presents  in  his  book 
on  "  Track  "  a  design  for  a  section   house  or  "  dw-elling-shanty,"  shown  in   Figs.  67  and  68,  which 


— ■- — 1 

,- 

^ 

77/-.J-/.?- 

Sf/ff/>ffrOOm 

\  „ 1 

9- to:- 2- 

/ 

3edroo/n 

Fig.  67. — Front  Elevation. 


Fig.  68. — Ground-plan. 


is  a  two-story  frame  building  with  a  kitchen  annex.  On  the  ground-floor  there  are  two  bedrooms,  a 
large  sitting-room,  and  a  kitchen.  The  second  floor  can  be  divided  by  partitions,  or  left  as  one  large 
room.  The  stairs  start  inside  the  sitting-room,  the  space  underneath  them  being  utilized  for  a  closet 
and  for  a  passageway  from  the  sitting-room  to  the  kitchen. 

For  further  details  and  data  see  the  book  referred  to  above,  as  also  the  issue  of  Engineering 
News  and  American  Contract  Journal  oi  August  15,  18S5. 

Standard  Section  House,  Gulf,  Colorado  5^  Santa  Fe  Railroad. — The  standard  section  house  of 
the  Gulf,  Colorado  S:  Santa  Fe  Railroad,  now  part  of  the  Atchison,  Topeka  &  Santa  Fe  Railroad 
system,  shown  in  Figs.  69  and  70,  designed  by  Mr.  \V.  J.  Sherman,  Chief  Engineer,  G.,  C.  &  S.  F. 
R.  R.,  is  a  single-story  frame  structure,  59  ft.  X  18  ft.,  with  a  kitchen  annex,  14  ft.  X  18  ft.  This 
Structure  deserves  attention,  as  it  represents  i)ractically  the  class  of  section  houses  in  general  use  in 
the  southwest  sections  of  the  country,  and,  owing  to  the  great  simplicity  of  the  design  and  cheapness 
of  the  construction,  it  is  particularly  ada])ted  to  ]>ioneer  roads  or  wherever  cheapness  of  first  cost  is 
an  important  consideration.  The  building  is  divided  into  a  slee|)ing-room,  18  ft.  X  30  ft.,  with  eight 
bunks  ;  a  dining-room,  15  ft.  X   18  ft.;   a  family  room,  14  ft.  X  18  ft.;    and   a  kitchen,   14  ft.  X  18  ft. 


22 


BUIT.DTNGR  AND   STRUCTURES  OF  AAfERICAN  KAIf.ROADS. 


There  is  a  6-ft.  platform  running  ahnig  the  front  and  the  rear  of  tlie  main  huiUHng.  Tlie  kitclien  is 
a  separate  building  adjoining  the  back  platform.  A  feature  in  this  design  is  the  use  of  a  water-tub, 
8  ft.  diameter  by  9  ft.  high,  placed  on  blocking  near  the  buildings  to  serve  as  a  cistern  to  catch 
rain-water  from  the  roofs,  which  are  carefully  guttered  and  provided  with  leaders  to  the  cistern. 
This  feature  is  an  essential  one  in  connection  with  buildings  in  sections  of  the  country  like  Te.xas, 
where  the  water-supply  is  freipiently  limited. 

'I'he  foundations  are  round  timber  blocks  of   cedar  or  live  oak,  12  to  15  in.  in  diameter,  set  in 


D 

"""*                                             Room 

foot'             3                -__       ..    _ _.      ,     . 

Fig.  69. — End  Elev.\t!ON  and  Cross  section. 


Fig.  yn. — Ground-plan. 


the  ground.  The  building  has  a  4-in.  frame  and  is  sheathed  on  the  outside  with  u])right  boards  and 
battens  without  any  attempt  at  ornamentation.  The  interior  is  ceiled  with  i-in.  tongued  and 
grooved  boards,  and  the  roof  is  covered  with  shingles  on  i-in.  X  4-in.  sheeting.  There  are  two  16-in. 
square  brick  flues  hung  in  the  roof  of  the  main  building,  and  one  flue  in  the  kitchen.  The  principal 
materials  used  are:  sills,  3  in.  X  12  in.,  notclied  onto  the  foundation-lilocks  ;  joists,  2  in.  X  10  in.; 
plates,  4  in.  X  4  in.;  corner,  door,  and  window  studs,  4  in.  X  4  in.;  intermediate  and  jinrtition  studs, 
2  in.  X  4  in.;  nailers,  2  in.  X  4  in.;  rafters,  2  in.  X  4  in.,  spaced  24.  in.  centres;  ceiling-joists, 
2  in.  X  6  in.;  tie-plate  for  ceiling-joists,  i  in.  X  6  in.;  roof-brackets,  2  in.  X  4  in.;  outside  sheathing, 
I  in.  X  12  in.,  with  O.  G.  battens;  interior  ceiling,  i-in.  tongued  and  grooved  third-class  boards,  well 
seasoned,  one  side  dressed  ;  flooring,  i-in.  tongued  and  grooved  second-class  boards,  one  side  dressed  ; 
roof-sheeting,  i  in.  X  4  in.  The  doors  are  3  ft.  X  7  ft.  X  if  in.  The  windows  are  2  ft.  10  in.  X 
5  ft.  10  in.,  glazed  with  twelve  lights,  each  10  in.  X  16  in.  The  remainder  of  the  building  materials 
consists  of  mouldings,  facia-boards,  cornice-boards,  6-in.  tin  gutter,  3-in.  tin-pipe  leaders,  shingles, 
brick  for  chimney,  nails,  spikes,  etc.     The  building  is  painted  a  light  brown  with  dark  trimmings. 

Standard  Section  Houses,  Macon  &=  Birmingham  Railroad. — A  number  of  designs  for  two-room 
and  three-room  standard  section  houses  of  the  Macon  &  Birmingham  Railroad  are  illustrated  in  the 
issue  of  Engineering  News  of  May  26,  1892. 


DWELLING-HOUSES  FOR   EMPLOYES. 


23 


CHAPTER    IV. 
r>\VKI,I.lN(;-HOUSES    KOR    EMPLOYES. 

Sl'ECIAL  dwelling-houses  have  fiet|ueiitl}-  to  be  built  by  railroad  companies  for  the  use  of 
their  emplo}-es,  wherever  their  roads  i)ass  through  sparsely  settled  districts,  or  where,  for  other 
reasons,  it  is  desirable  to  have  the  men  live  at  certain  localities  selected  by  the  railroad  com- 
pany. Apartments  for  the  accommodation  of  agents  are  frequently  furnished  in  the  depot 
buildings,  and  tracUmen  are  given  "section  houses "  to  live  in;  but  there  are  numerous 
other  employes  to  be  provided  for,  especially  at  points  where  shops  or  junction  stations  are 
located  at  some  distance  from  settlements. 

While  the  principles  governing  the  design  of  a  dwelling  for  railroad  men  do  not  differ 
from  those  for  other  persons  under  similar  conditions,  it  will  prove  interesting  to  present  a 
few  standard  designs  for  dwelling-houses  as  actually  adopted  and  in  use  on  several  railroads 
at  the  present  time.  There  is  considerable  material  to  select  from,  but,  as  the  subject  is  not 
distinctly  a  railroad  specialty,  it  does  not  warrant  devoting  too  much  space  to  it. 

A  cottage  in  use  on  the  Northern  Pacific  system  (designed  by  Mr.  C.  B.  Talbot)  illustrates 
the  practice  on  Northwestern  roads.  Designs  for  cottages  of  the  Chesapeake  &  Ohio  Railroad 
(^designed  by  Mr.  H.  Jacob,  Engineer  and  Architect,  Richmond,  Va.),  and  plans  of  a  dwelling 
or  section  house  on  the  Atchison,  Topeka  &  Santa  Fe  Railroad,  will  serve  to  present  the 
practice  on  southern  systems. 

The  following  descriptions  of  a  number  of  buildings  are  presented  as  illustrative  of  the 
subject  under  discussion. 

A:^ciifs  Dwelling,  N^ortlicrn  Pacific  Railroad  System. — The  standard  plan  for  an  agent's  dwelling 
of  the  Spokane  &  Palouse   Railway,  connected  with  the  Northern   Pacific  Railroad  system,  shown  in 


Fig.  71  —Front  Elevation.  Fig.  72.— Enh  Ei.kvation. 

Figs.  71  to  73,  designed  by  Mr.  C.  B.  'I'albot,  is  intended  to  meet  tlie  cdnditions  to  be  encoun- 
tered in  a  northern  climate.  It  is  a  one-story  frame  building,  24  ft.  X  24  ft.,  with  a  small  front 
porch  and  a  woodshed  annex.  'I'here  are  four  rooms  in  the  house,  as  follows:  a  sitting-room,  11 
ft.  6  in.  X  13  ft.  6  in.;  a  kitchen,  11  ft.  6  in.  X  13  ft.  6  in.;  and  two  bedrooms,  each  9  ft.  X  1 1  ft. 
6  in.     The  woodshed  adjoins  the  kitchen,  so  that  in  winter  fuel  and  other  supplies  are  close  at  hand, 


24 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN   RAILROADS. 


The  foundations  are  either  posts  set  in  the  ground  in  tliree  rows,  each  row  with  five  posts,  or 
blocking,  according  to  the  local  circumstances  in  each  case.  The  sills  are  6  in.  X  8  in.;  floor-joists, 
3  in.  X  8  in.,  spaced  2  ft.  centres    and    spanning    12    ft.     The    frame    is  of    the    usual    style    and 


Fig.  73. — Grdund-i'lan. 

dimensions,  covered  on  the  outside  with  V  rustic  sheathing  and  roofed  with  cedar  shingles  on  boards 
or  otherwise,  according  to  circumstances.  The  shed  annex  is  sheathed  with  rough  boards  and 
battens. 

Five-room  Cottage  "  A',"  Chesapeake  S^  Ohio  Railway. — Plans  for  a  five-room  cottage  on  the  Ches- 
apeake &  Ohio  Railway,  known  as  plan  "  K,"  designed  by  Mr.  H.  Jacob,  are  shown  in  Figs.  74  to 


Fir,.  74.  — Perspective. 


Q 


I 


i 

\ 

f 

m 

1 

/ 

i           \ 

Fig,  75. — Ground-plan. 


Fig.  76.— Second-floor  Plan, 


DWELLING-HOUSES   FOR    EMPLOYES. 


25 


76.  The  building  is  a  frame  structure,  32  ft.  6  in.  X  24  ft.  6  in.,  with  a  kitchen  annex,  12  ft.  6  in. 
X  13  ft.  The  ground-floor  has  a  veranda;  a  parlor,  16  ft.  X  16  ft.;  a  chamber,  15  ft.  X  16  ft.; 
and  a  kitchen,  12  ft.  X  12  ft.  Tlic  second  floor  has  two  rooms,  respectively  13  ft.  X  lO  ft.  and  8  ft. 
Xg  ft.  6  in. 

Eive-room  Cottage  "Z,"  Chesapeake  (s'  Oliio  Railway. — The  plans  for  a  fne-rooni  cottage  of  the 
Chesapeake  &  Ohio  Railway,  known  as  i)lan  "  L,"  designed  by  Mr.  H.  Jacob,  are  shown  in  Figs.  77  to 
79.  The  structure  is  a  frame  building,  L-shaped,  the  main  section  23  ft.  X  35  ft.  6  in.,  with  an  annex 
for  a  kitchen,  16  ft.  X  12  ft.  6  in.,  and  an  annex  for  a  chamber,  17  ft.  X   17  ft. 

The  ground-floor  has  two  verandas  or  porch-entrances;  a  parlor,  16  ft.  X  16  ft.;  a  dining-room, 
15  ft.  X  16  ft.;  a  chamber,  16  ft.  X  i6  ft.;  and  a  kitchen,  13.  ft.  X  15  ft.  The  second  floor  has  one 
room,  16  ft.  X  lO  ft- 


Fig.  77.— Perspective. 


] 

d 

\                F 

llil  PT,  . 

/ 

1 

Fig.  78. — Grou.nd-plan. 


Fig.  -9. — Second-floor  Plan. 


.Sereii-room  Cottage,  Chesapeake  &=  Ohio  Railway. — The  plans  for  a  seven-room  cottage  of  the 
Chesapeake  &  Ohio  Railway,  designed  by  Mr.  H.  Jacob,  are  shown  in  Figs.  80  to  82.  The  structure  is 
a  two-story  frame  building  throughout,  excepting  a  small  single-story  kitchen  annex.     The  ground- 


26 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


floor  has  a  front  veranda  and  a  l.)ack  porch  ;  a  i)arlor,  13  ft.  X  16  ft.;  a  dining-room,  15  ft.  X  18  ft. 
6  in.;  a  chamber,  15  ft.  X  iS  ft.;  and  a  kitchen,  12  ft.  X  12  ft.  Tlie  second  floor  has  three  rooms, 
respectively  15  ft.  X  iS  ft.,  13  ft.  X  16  ft.,  and  1 1  ft.  6  in.  X  18  ft.  6  in. 


Fig.  80. — Perspective. 


1     J 


Fig.  Si.  — GRorND-PLAN. 


Fig.  S2.— Seconh-i'i.oor  Pl.xn. 


DwcUiiii:^-hi>ust-,  Union  I'aiific  Railwav. — The  design  for  a  dwelling-liouse  of  tlie  Union   Pacific 
Railway,   shown    in    Figs.   83   and   84,   consists  of   a   two-story  frame   cottage,  the  general   style  of 


1           ' 

1                                       ■        A//cfien 

M    P/'/>/r>ff  /foom      JL         //-'S'''J' 

•=•'-'"-■  B 

'    J 

^ 

Tf 

1         1 

r  Ti 

I 

.        1 

! ,                            ! 

"■"'■ 

1 .      1 

Fig.  S3. — Front  Elevation. 


Fig.  84. — GROUNn-PLAN. 


D]iEL/./KC-//OrsE.S    FOR    EMl'LOYES. 


27 


which  rt'senibles  a  town  icsi(K-n(  y.  1  line  is  :iccll:ir  under  the  liunt  pail  of  the  house.  'I'he  ground- 
floor  has  n  front-entrance  porch,  a  vestibule,  a  sitting-room,  a  dining-room,  and  a  kit(  hen.  The 
second  floor  has  three  liedrooms  and  a  hirge  closet. 

Dwi-lling-luuisi\  Atchison,  Topcka  &^  Santa  P\'  RaihoaJ. —  The  .Vtchison,  I'opeka  &  Santa  Fe 
Railroad  has  three  classes  of  standard  dwelling- 
houses,  known  respectively  as  section  houses  Nos. 
I,  2,  and  3.  In  Figs.  85  to  87  the  standarci  plan 
No.  2  is  shown.  The  other  standards  do  not  differ 
materially  from  the  one  illustrated,  except  in  size 
and  minor  details.  In  general  the  designs  show  a 
two-story  plain  frame  building,  sheathed  on  the 
outside  with  upright  boards  and  battens,  and  the 
whole  built  very  cheaply  and  without  any  attempt  at 
display. 

Standard  No.  2  shows  a  building  occupying  a 
ground-space  of  30  X  30  ft.  There  is  a  cellar  under 
the   house.     The  ground-floor  has  a  living-roorn,  12  Fig.  85. — Side  Elevation. 

ft.  X  17  ft.;  two  bedrooms,  each  8  ft.  X  12  ft. ;  a  kitchen,  12  ft.  X  14  ft.;  and  a  large  pantry.  The 
second  floor  has  three  bedrooms,  each  about  12  ft.  X  17  ft. 


YZ 


IT 


w  \ 


□ 

/\ 

/ 

> 

SMfi 

7..     I 

3    "■-■■"■-*■ 

< 

1=. 

Fig.  86.— GROUND-rLAN.  Fig.  87.— Second-fi.oor  Plan. 

Employes'  Homes  of  Westinghoiisc  Air-brake  Co.,  Wilmcrding,  Pa. — A  model  system  of  homes 
for  employes,  as  built  by  the  Westinghouse  Air-brake  Comijany  at  \Vilmerding,  Pa.,  will  be  found 
described  and  illustrated  in  the  Railroad  Gazette  of  March  14,  1890.  'I'here  are  three  distinct  types 
of  dwellings  furnished,  namely  :  Class  A,  eight  rooms,  cellar,  bath,  and  range,  costing  $3550;  Class 
B,  six  rooms,  cellar,  bath,  and  range,  costing  $2700;  Class  C,  five  rooms,  costing  $2000. 


28  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


CHAPTER    V. 
SLEEPING   QUARTERS,  READING-ROOMS,  AND   CLUB-HOUSES   FOR    EMPLOYES. 

Most  of  the  large  railroads  of  the  country  at  their  main  termini  or  junction  points  have 
special  rooms  or  small  buildings  set  apart  for  the  use  of  employes  who  are  forced  to  spend 
more  or  less  time  at  such  stations.  The  accommodations  consist  either  of  rooms  for  making 
up  reports,  for  lounging,  and  for  changing  clothes,  or  of  reading-rooms,  or  regular  sleeping- 
quarters.  The  Union  Pacific  Railway  is  the  only  road  which,  to  the  author's  knowledge,  has  a 
special  design  for  a  reading-room  for  use  at  points  along  its  lines.  In  order  to  meet  with  general 
favor  in  providing  quarters  for  employes,  the  principal  conditions  to  be  observed  consist  in 
removing  all  unnecessar)-  restrictions  and  in  offering  the  men  a  comfortable  set  of  rooms  to 
sleep  or  lounge  about  in,  with  suitable  accommodations  for  writing,  reading,  smoking,  talking, 
or  playing  games.  Any  two-story  frame  dwelling-house,  such  as  railroad  companies  are  often 
compelled  to  buy  in  accjuiring  right  of  way  in  the  vicinit)'  of  stations,  can,  at  a  vcr}-  small 
expense,  be  changed  into  a  comfortable  home  for  the  men.  The  ground-floor  should  have  a 
room  for  preparing  reports  (if  not  provided  elsewhere),  a  reading-room,  a  smoking-room,  and 
also  a  sitting-room  with  lounges  and  comfortable  chairs,  if  the  .space  permit.  Upstairs  there 
should  be  bedrooms  for  men  obliged  to  stay  at  the  station  overnight  whose  regular  homes 
are  at  other  places  along  the  line,  and  a  room  with  a  large  number  of  cots  on  which  men  can 
rest  for  a  few  hours  between  runs.  A  yet  better  arrangement  is  to  have  a  large  juimber  of 
smaller  rooms  each  with  the  same  number  of  cots  as  there  are  men  in  a  train-crew,  >-o  that 
when  a  crew  is  called  the  rest  of  the  men  in  the  house  are  not  necessarily  disturbed.  The 
usual  toilet-  and  bath  room  facilities  would  complete  the  list.  A  house  of  this  kind,  with  a 
janitor  to  look  after  it,  would  contain  all  that  the  emplojcs  of  a  railroad  could  desire  in  this 
line. 

The  Railroad  Branch  of  the  Young  Men's  Christian  Association  has  done  much  toward 
furnishing  proper  accommodations  for  railroad  men  at  a  number  of  the  principal  termini  of 
the  country,  where  railroad  managements  through  false  economy  or  a  lack  of  forethought 
have  been  careless  about  securing  to  trainmen  a  place  for  the  much-needed  rest  between  runs 
and  the  proper  kind  of  recreation  when  off  duty. 

As  mentioned  above,  any  small  frame  building,  or  floor  in  a  larger  building,  can  generally, 
with  very  little  expense  and  trouble,  be  fitted  up  for  trainmen's  quarters,  and  it  is  a  verj- 
short-sighted  management  that  cannot  aii[)reciate  the  numerous  advantages  to  be  derived 
from  furnishing  the  men  witli  comfortable  quarters  and  suitable  accommodations. 

Below  will  be  found  several  descriptions  of  employes'  reading  or  club  rooms  and  sleeping 
quarters  v/hich  will  prove  of  additional  interest  in  connection  with  this  subject. 


SLEEPING    QUARTERS,    RliADIXG-ROOM S,    ETC.,   /OR    EMPLOYES. 


29 


Biiiik-hoiiSL'  at  Jersey-  City,  N.  J.,  Lrkii^/i  Valley  Railroad. — 'I'lie  bunk-house  for  trainmen  of  the 
Lehigh  Valley  Railroad  at  Jersey  City,  N.  J.,  shown  in  Figs.  88  and  89,  consists  of  an  old  two- 
story  frame  dwelling-house,  which  the  railroad  company  obtained  in  buying  certain  terminal  lands, 
remodelled  to  suit  the  new  jnirposes  to  wliich  the  building  is  devoted.  The  house  is  18  ft.  6  in.  X 
25  ft.  6  in.,  and  has  accommodations  for  twenty  men.  A  single-story  annex,  18  ft.  6  in.X;  ft.  6  in., 
is  built  on  to  the  building  and  serves  for  wash-room  and  toilet-room.  The  entrance  to  the  building 
is  through  this  annex.     The  building  is  heated  by  steam  from  an  adjacent  boiler  system. 


-■:    f-; 

'.I.    a"".' 

rifT 

V  1    1  V  : 

'i...' 

o| 

1    V 

l  J 

0 

0 

Fig.  88. — End  Elevation. 


Fig.  89. — Ground  ri^AN 


Biink-Iiousc  at  Perth  Ainboy,  N.  J.,  Lelii:^h  Valley  Railroad. --The  bunk-house  of  the  Lehigh 
Valley  Railroad  at  Perth  Amboy,  N.  J.,  designed  by  Mr.  Charles  Rosenberg,  Master  Carpenter, 
L.  V.  R.  R.,  shown  in   Figs.  90  to  92,  is  a  two-story  frame  building,  33  ft.  6  in.  X  38  ft.,  with  high 


s\ 


w     '^     '^ 


fltelm^     ft?     m-      ffF 


Fig.  go.  — Froni-  Elevation. 


h  v^  L  _  _ 

■■•!  l\f\  \y 

\'-  hM  h 

"ol 

1  Mvl  1^' 

,  1 

W\h 

•  \    '--I  ■-■ 

J 

7X 

^: 

Fig.  91. — Ground-plan. 


Xj^kO^fflK 


aMaz 


.    I.    I    J 


.■.._..L_i    rl — 


K  A/' 


ivlV  iV 
lAIA!  lA 


Fig.  92— Second-floor  Plan. 


attic,  sheathed  on  the  outside  with  horizontal  weather-boarding  and  roofed  with  tin.  The  building 
is  finished  in  the  interior  the  same  as  an  ordinary  dwelling,  the  walls  being  plastered  throughout,  so 
as  to  avoid  using  wood  on  the  inside  as  much  as  possible  to  promote  cleanliness  and  prevent  the 
house  being  overrun  with  vermin.      The  building  is  intended  to  accommodate  76  men,  31  on  the  first 


3° 


BUILDINGS  AND    STRUCTURKS   OF  AMERICAN  RAILROADS. 


floor,  ji  oil  llic  scioiul  flijor,  ;uh1  14  oil  tlic  attic  lloor.  'I'lic  interior  is  di\'ide(j  inlii  rooms,  cacli 
accommodating  not  over  eight  men,  which  is  done  not  only  for  hygienic  reasons,  but  also  to  prevent 
other  men  being  disturbed  when  any  particular  train-crew  or  set  of  men  are  called  out.  The  neces- 
sary wash-basins  and  water-closets  are  placed  in  convenient  places  and  provided  with  running  water. 
The  location  of  the  house  is  in  the  vicinity  of  a  round-house  and  boiler-house  of  a  shop  system,  so 
that  the  building  is  heated  by  steam  and  hot  water  easily  obtained.  The  bedsteads  are  of  iron  and 
are  2  ft.  9  in.  wide  and  6  ft.  3  in.  long,  furnished  with  a  woven  wire  spring,  a  husk  mattress  with 
cotton  top,  one  pair  of  woollen  blankets,  and  one  feather  pillow,  costing  complete  $10.90  per  bed. 

The  specification  for  the  building  is  in  general  as  follows  :  frame  to  be  of  hemlock  ;  joists, 
3  in.  X  8  in.;  sills,  6  in.  X  8  in.;  studs,  2  in.  X  4  in.,  spaced  16  in.  centres;  door  and  window  studs. 
3  in.  X  4  in.;  plates,  4  in.  X  6  in.;  rafters,  2  in.  X  6  in.;  partitions,  4  in.  Outside  sheathing,  pine 
bevelled  siding;  flooring,  ij-in.  yellow  pine.  Inside  finish  of  walls,  three  coats  of  jilastering.  Slate 
roof.  All  woodwork  painted  two  coats  of  paint.  Panelled  doors  throughout,  outside  2  in.  and  inside 
li  in.  tliick.     All  sash,  twelve  lights,  10  in.  X  14  in. 

This  building  cost  erected  complete,  fully  equipped  with  beds  and  bedding,  including  all  plumb- 
ing, $3300- 

The  same  design  can  be  utilized  for  a  smaller  house  accommodating  37  men,  by  cutting  off  the 
building  on  one  side  of  the  hallway,  leaving  it  33  ft.  6  in.  X  23  ft.  The  first  and  second  floors  would 
accommodate  15  men  each  and  the  attic  7  men  more. 

Reading-room,  Union  Pacific  Railtvay. — The  design  for  a  reading-room  of  the  Union  Pacific 
Railway,   designed    in    1886,  in  the  Resident    Engineer's  office  at  Omaha,  shown  in  Figs.  93  to   95 


Fig.  93.  —  Fuo.NT  Elevation. 


Ftg.  94. — Side  Elevation. 


Fic.  g5. — Ground-plan. 


SLEEPING   QUARTERS,    READING-ROOMS,    ETC.,    FOR   EMPLOYES.  31 


presents  a  very  prelly  and  c)riL;iiial  design  fur  llie  inirpose.  It  is  a  small  une-story  Iraini.-  cottage, 
24  ft.  X  38  ft.,  with  a  large  front  porch  20  ft.  wide.  The  interior  is  divideil  into  two  octagonal  rooms, 
which  serve  respectively  as  reading-room  and  sitting-room.  They  are  connected  by  a  pair  of  large 
doors,  which  can  be  thrown  open,  when  desired,  to  make  (me  large  room  of  the  interior.  .\  vestibule 
with  closets  on  both  sides  leads  from  the  [lorch  to  the  inner  rooms.  'J'he  foundations  of  the  building 
are  shown  to  be  stone,  liesides  the  ordinary  furniture  each  room  is  provided  with  large  ornamental 
bookcases. 

This  design,  however,  while  very  tasteful,  does  not  cover  all  the  requirements  that  can  be  made 
of  such  a  building  and  is,  in  addition,  too  elaborate  to  be  recoinmended  as  a  standard  for  general 
adoption.  Structures  were  built  according  to  these  plans  at  a  number  of  points  along  the  line  of 
the  Union  Pacific,  l>ul  the  design  adopted  within  recent  years  for  similar  structures  oifers  decided 
improvements  over  the  older  design,  being  more  practical  in  construction  and  gi\ing  belter  lacilities 
for  tile  men. 

Kailroad  Branch  Bni/c/iiig,  Young  Men's  Chrislian  Association,  at  East  Buffalo.  N-  Y- — As  a  well- 
arranged  and  interesting  design,  the  plans  of  the  Railroad  Branch  Building,  Y.  M.  C.  A.,  at  Kast 
Buffalo,  N.  Y.,  shown  in  Figs.  96  to  99,  as  published  in  the  Railway  Rcvieii),  October  6,  1888,  are 
presented.  This  building  is  a  substantial  structure,  three-story  and  high  attic,  75  ft.  X  36  ft.,  with  stone 
and  brick  walls,  the  interior  being  appropriately  fitted  up.  The  arrangement  of  the  interior  is  shown 
on  the  plans,  and  the  following  description  of  the  building  is  taken  from  the  publication  mentioned: 

The  basement,  which  is  high  and  light,  will  contain  a  dining-room,  lunch-counter,  kitchen,  pan- 
try, barber-shop,  shower  and  sponge  baths,  and  toilet  accommodations,  as  indicated  in  the  jilan, 
I'ltled  up  neatly  and  with  all  modern  improvements.     The  woodwork  will  be  of  hard  wood. 

The  first  floor  will  contain  a  reading-roojn  and  library.  A  room  devoted  to  different  games 
adjoins  the  main  hall,  as  does  the  office  lobby,  into  which  the  general  secretary's  room  will  open. 
Across  till-  hall,  .is  shown  in  the  [ilan,  are  two  light,  airy  rooms  which  will  be  used  for  a  hosiiital.  A 
third  ward  and  the  nurses'  room  of  the  hospital  are  on  the  second  floor,  as  are  the  dormitory,  two 
class-rooms,  which  can  be  easily  turned  into  one  large  parlor,  and  necessary  storerooms. 

The  second  floor  will  be  fitted  up  for  the  use  of  the  Janitor  and  with  additional  sleeping-rooms. 
A  wing,  not  shown  in  the  illustration,  will  be  devoted  to  a  gymnasium,  that  much-appreciated  portion 
of  every  well-planned  association  building. 


Fi'-..  qfi.  —  PF.KSrECTivr. 


Fig.  g8. — First-ki.ook  Plan. 


In:.     )M.  — Skcond-i'i.ook    I'i.an 


32  BUILDIXGS  AND   STRUCTURES   OF   AMERICAN   RAILROADS. 

Employes'  Cliih-lioiise,  Chicago,  Bitr/iiigtoii&'Nort/ii'iu  Rid/zouJ.  ~'V\\c  employes'  i  hib-house  of 
the  Chicago,  Burlington  &  Northern  Railroad  is  a  handsome  brick  building  with  hard-wood  finish,  fitted 
up  and  supplied  with  all  modern  and  essential  appointments.  t)n  the  first  floor  are  a  reading-room, 
smoking-room,  billiard-room,  and  toilet;  on  the  second  are  twelve  large  bedrooms,  two  bathrooms, 
and  a  large  toilet-room.  Every  room  is  heated  by  steam,  lighted  by  gas,  and  ventilated  in  the  best 
manner. 

Raihoad  Branch  BiiilJing,  Young  Men's  Chris/ion  Association,  A'^cio  Vor/^  Central  &=  Hinlson 
River  Railroad,  Neiv  York,  N.  Y. — The  Railroad  Branch  building  of  the  Young  Men's  Christian 
Association  at  the  shops  of  the  New  York  Central  &  Hudson  Ri\er  Railroad  at  Seventy-second  Street 
and  North  River,  New  York  City,  is  a  two-story  building  a])pro])riately  arranged,  the  interior  being 
plastered  and  wainscoted  in  natural  wood;  the  ground-floor  has  three  large  rooms,  a  kitchen,  two 
bathrooms,  and  the  secretary's  office.  The  upper  story  is  jirovided  with  twenty  comfortable,  well 
warmed  and  ventilated  sleeping-rooms,  arranged  about  a  gallery,  similar  to  the  seconil  tier  of  state- 
rooms on  a  steamboat.  The  rooms  are  intended  for  railroad  employes  who  live  at  distant  points  and 
are  forced  to  lay  over  between  runs  at  the  New  York  end  of  the  road. 

Railroad  Alen's  Cliih-hotise,  New  York  Central  &-"  Hudson  River  Railroad,  Neio  York,  A^.  Y. 
—  A  very  extensive  and  handsome  club-house  for  the  use  of  the  employes  of  the  New  York  Central 
&  Hudson  River  Railroad  and  associated  companies  using  the  Grand  Central  Station  at  Forty- 
second  Street,  New  York  City,  was  formally  opened  on  October  3,  1887,  by  Mr.  Cornelius  Vander- 
bilt,  at  whose  expense  the  building  was  erected.  The  building  is  controlled  by  a  board  of  trustees, 
composed  of  directors  and  officers  of  the  interested  railroads,  and  the  detail  management  is  under  the 
direction  of  the  Railroad  Young  Men's  Christian  Association. 

The  building  is  described  in  the  issue  of  the  Railroad  Gazette  of  October  7,  1887,  as  follows: 
The  building  has  been  designed  with  thorough  consideration  for  its  uses.  It  stands  at  the  corner  of 
Madison  Avenue  and  Forty-fifth  Street,  adjacent  to  the  yard  of  the  Grand  Central  Station.  It  is 
built  of  brick  and  terra  cotta,  and  is  two  stories  high,  with  a  tower  running  up  two  stories  higher. 
There  are  a  gymnasium,  bowling-alleys,  and  bathrooms  in  the  basement,  and  a  plunge-bath  6  ft.  deeji, 
gi  ft.  wide,  and  13I  ft.  long.  The  bathtubs  are  porcelain,  the  ceiling  and  walls  of  glazed  brick  and 
tiles.  The  partitions  in  the  basement  are  of  marble,  set  in  a  framework  of  solid  bronze,  and  the 
plumbing  work  is  nickel  and  brass.  On  the  main  floor  is  a  library  with  6000  volumes  on  its  shelves. 
Then  there  are  a  reading-room,  a  social  room,  a  general  secretary's  room,  and  committee  room.  In 
the  reading-room  there  are  files  of  95  daily,  weekly,  and  monthly  papers.  In  the  social  room  there  is 
a  piano.  The  floors  here  are  tiled,  and  the  walls  are  panelled  in  dark  oak.  On  the  second  floor  is 
the  lecture  and  amusement  hall,  fitted  up  in  polished  oak  and  frescoed  in  light,  pleasing  tints.  This 
hall  will  seat  400  people.  The  third  floor  is  occupied  by  a  thoroughly  comfortable  room,  filled  with 
leather-covered  chairs  and  lounges,  where  the  railroad  men  can  have  luncheon.  Hot  coffee  is  served 
free  of  charge.  On  the  top  floor  there  are  ten  bedrooms,  furnished  with  brass  bedsteads,  which  are 
intended  for  the  use  of  railroad  men  who,  by  reason  of  long  runs,  are  compelled  to  stay  in  the  city 
overniLrht.     There  is  no  charge  for  their  use. 


SSOIVSHEDS  AND   FKOrECTIoN-SH EDS  FOR   MOUNTAIN-SLIDES.         ^ 


CHAPTER    VI. 
SNOWSHEDS    AND    PROTECTION-SHEDS    FOR    MOUNTAIN-SLIDES. 

Snowshkus  arc  in  t-xleii.sive  use  on  the  Northwestern  .uul  Canadian  raih-oads  to  protect 
the  track  and  keep  it  clear  in  winter  wherever  the  snowf.dl  is  heav)'  or  bad  slides  are  to  be 
expected.  While  the  use  of  these  structures  is  more  immediately  confined  to  a  limited 
section  of  the  countrx,  the  plans  ailopted  to  overcome  the  diHieulties  encountered  are  of 
interest  to  a  lari^er  L;roi.ip  (.)f  railro.ids,  as  indicative  of  the  best  geni.ral  methods  that  can  be 
adopted  toprotect  a  line  along  side  hills,  where  slides  or  heav)'  stones  rullinL;  down  the  steep 
mountain-slopes  endanger  the  safety  of  trains. 

While  snowsheLfs  are  more  particularly  employed  and  essentiall)-  necessar)'  in  deep  cuts 
and  tlangerous  side-hill  sections  of  the  raih'oads  mentioned,  the}-  are  also  usetl  on  level  ground 
to  protect  the  track  against  heavy  vertical  snowfalls,  which  might,  in  the  absence  of  such  pro- 
tection, cause  serious  blockades.  We  thus  obtain  two  distinctive  forms  of  snowsheds, 
namel)-,  sheds  adapted  for  use  in  through  or  side-hill  cuts,  where  drifts  and  slides  might 
occui',  and  known  as  "valley  sheds"'  or  "gallery  sheds,  '  and  sheds  on  level  grountl  for  [jrotec- 
tion  ag.iinst  lieav)'  snowfalls,  known  as  "level-fall  sheds."  Valle)-  sheds  are  used  where 
avalanches  could  strike  the  shed  on  both  sides,  and  galler)-  sheds  where  avalanches  can  only 
come  tlow  n  on  one  side  of  the  track. 

The  weight  of  compressed  snow  in  a  slide  varies  from  25  to  45  lbs.  ])er  cubic  foot,  and  it 
is  generall)-  tlischarged  in  balls  of  var)ing  sizes,  according  to  the  stale  ol  the  weather  anil  the 
condition  of  the  snow. 

l)r\-  snow  descemis  with  great  velocity,  and  its  impact  upon  a  structure  is  severe.  Wet 
snow,  on  the  contrar\-,  though  heavier,  descends  more  slowh',  and  hence  is  not  as  destructi\'e 
in  its  effects.  Snowshetls  on  level  ground  are  not  exposed  to  slides  or  laige  masses-  ot 
moving  snow,  and  have,  therefore,  onl}-  the  vertical  snow-pressure  to  resist.  As  wet  snow  is 
hea\-ier  th.ui  dr\'  snow,  the  stamlards  of  the  railroads  vary  according  to  the  nature  of  the 
snow  to  be  guarded  ag.u'nsl.  On  the  Selkirk  range,  Canadian  Pacific  Railwa\-,  the  snow 
fre<piently  lies  20  ft.  deep  (Ui  the  level,  requiring  miles  of  snowsheds  to  be  built  on  level 
ground,  in  addition  to  the  usual  protection  in  deep  ihrougli  and  side-hill  cuts. 

.Snow  shells  on  level  ground  can  be-  conipareil  to  wooden  tunnels  or  galleries,  lia\-ing  side 
w-alls  of  roimd  or  square  timbers,  sheathed  with  plank,  and  covered  b\-  a  double-pitched  roof, 
with  i)roper  bracing  for  lateral  stiffness  and  suitable  openings  for  ventilation.  The  clear 
width  is  16  ft.,  and  the  clear  height  above  top  of  rail  is  18  to  21  ft.  The  bents  are  usually 
spaced  from  6  to  10  ft.  apart.  The  standards  in  use  for  level-fall  sheds  do  not  differ  ma- 
terially. 

For  deep  through  or  heavy  side-hill  cuts,  where  slides  and  drifts  are  to  be  encountered,  a 
large  number  of  standard  designs  exists  to  nieet  the  var\-ing  conditions  in   i.lifferent   localities. 


34  BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS. 

As  a  rule,  the  construction  consists  of  square  or  round  timber  bcnls,  from  4  to  6  ft.  apart, 
provided  witli  heavy  timber  bracing  or  anchored  with  tie-rods  to  tlie  rock,  the  whole  covered 
with  a  plank  roof  pitched  according  to  the  slopes  of  the  adjoining  hillside.  Log  cribs  filled 
with  stones  or  earth  are  frequently  used  to  aid  in  resisting  the  impact  of  the  sliding  masses  of 
snow. 

Tlie  most  extensively  adopted  design  on  the  Canadian  Pacific  Railway  is  that  of  a  crib 
built  up  to  the  level  of  the  top  of  the  slope  on  the  hillside  of  the  track,  the  space  between  the 
hill  and  the  crib  being  filled  with  earth.  On  the  other  side  of  the  track  there  is  a  framework 
of  timbers  resting  on   mud-sills,  piles,  or  toe-cribs.     A  properly  constructed  roof  spans  the 

I  track.     Where  the  top  of  the  cut  does  not  reach   up  to  the  top  of  the  shed,  heavy  embank- 

» 

!  ments  are  thrown  against  the  side  of  the  shed.  Descending  slides  on  striking  the  embank- 
ment are  deflected  from  their  course,  and  pass  over  the  shed  without  subjecting  the.  timbers 
to  serious  strains. 

Proper  ventilation  in  these  long  wooden  galleries  or  tunnels  is  secured  by  leaving  suitable 
openings  in  the  side  planking  and  b\-  providing  louvred  lanterns  and  air-shafts  where  feasible. 
In  the  summer  season  part  of  the  side  planking  is  taken  off,  or  hinged  panels  arc  thrown  open, 
for  the  admission  of  air  and  light.  In  some  cases  special  summer  tracks  are  maintained  outside 
of  the  sheds. 

For  protection  against  the  spread  of  fires,  the  wooden  siding  is  replaced  at  intervals  by 
galvariized  iron,  or  several  sections  of  the  shed  are  cut  out  completel}'.  To  guard  against 
drifts  or  slides,  split  fences  or  glance  fences  are  built  opposite  the  opening,  which  divert  the 
snow  to  the  shedded  sections.  Special  fire-service  trains  are  kept  constantly  in  readiness  in 
connection  with  an  organized  fire  patrol  and  telegraphic  signal-boxes  along  the  route.  In 
addition,  pipe  lines  inside  the  sheds,  W'ith  tanks,  hjdrants,  and  hose-reels  at  proper  intervals, 
serve  to  complete  the  system. 

The  cost  of  snowsheds  is  placed  as  follows  by  Mr.  C.  A.  Stoess,  Resident  Engineer, 
Pacific  Division,  Central  Pacific  Railway:  The  sheds  protecting  the  track  against  snow-slides 
cost  from  $25  to  §70  per  lineal  foot  of  shed,  according  to  location  ;  the  sheds  for  use  on  the 
level  cost  from  $8  to  $10  per  lineal  foot  of  shed.  Mr.  Thomas  C.  Keefer,  in  his  paper  on  the 
Canadian  Pacific  Railwa_\-,  read  at  the  annual  convention  of  the  iVmerican  Society  of  Ci\il 
Engineers  in  1888,  states  that  the  t)-pical  type  of  snowshed  in  the  Selkirk  region,  namely,  a 
solid  rock-filled  crib  on  the  mountain-side  and  a  strongly  braced  framework  for  its  outer  side, 
costs  $40  to  $70  per  lineal  foot;  a  gallery  shed,  without  cribwork,  but  with  roof  extended 
against  the  mountain-side,  used  where  the  inqjact  of  the  snow  is  not  severe,  costs  $15  to  $40 
per  lineal  foot;  a  combination  of  the  tx'pical  ,nid  the  galler_\-  sheds,  called  "toe-crib  antl 
galler)'  shed."  where  cribwtirk  is  used  as  a  foot-wall  on  the  mountain  side,  costs  %2'j  to  $54 
per  lineal  {~  ot. 

Below  will  be  found  descriptions  and  plans  of  a  number  of  standard  designs  of  snow- 
sheds,  as  also  a  description  of  a  protection-shed  for  mountain  slides,  in  actual  use  in  this 
country. 

Siimvshcil  im  Level  Grouiul,  Centra!  P,uific  RaihonJ. — The  standard  sninvslied  on  level  ground 
of  the  Central  Pacific  Railroad,  shown  in  Figs.  100  to  102,  is  formed  of  heavy  tinilier  bents,  spaced 
generally  about  8  ft.  between  centres.     The  outside  is  sheathed  with  horizontal  boards,  with  Fiiitable 


SNOIVSHEDS   AND    PROTF.CTION-SH EDS    FOR    MOITN TA 1  N-SI.I D ES. 


.35 


openings  for  vciUilalion.       I  he  root    is  tioulilc-pitilied  and  co\ered  with  rough  l)oaids.      l.oiivred  lan- 
terns or  air-shafts  are  provided  at  intervals. 

The  sheds  are  i6  ft.  wide  in  the  clear,  and  i8  ft.  high  in  the  clear  al)ove  top  of  rail.  The  |)rin- 
ci|)al  timbers  used  are  as  follows  :  ])osts,  8  in.  X  lo  in.;  princijial  jafters,  6  in.  X  lo  in.;  intermediate 
rafters,  6  in.  X  8  in.;  collar-beams,  8  in.  X  3  in.;  brace-posts,  8  in.  X  10  in. 


/y — ^^  iiii  // — <^  I 


Fk;.  100. — Cross-section. 


Fig.  ioi. — Elevation.       Fig.  102. — Longitudinal  Section. 


Sno7t'shed  on  Level  Ground,  Northerti  Pacific  Railroad. — The  standard  snowshed  on  level  ground 
of  the  Northern  Pacific  Railroad,  shown  in  Figs.  103  and  104,  is  formed  of  heavy  timber  bents 
spaced  for  wet  snow  from  6  to  8  ft.  apart,  and  for  dry  snow  from  6  to  10  ft.  apart.  The  outside  is 
sheathed  with  upright  boards  and  battens.  The  roof  is  double-pitched  and  covered  with  rough 
boards  and  battens.  The  sheds  are  16  ft.  wide  in  the  clear,  and  19  ft.  high  in  the  clear  above  top  of 
rail.     There  are  two  standards,  one  for  wet  and  one  for  dry  snow. 


Fig.  103. — Cross-section. 


Fig.  104. — Elevation. 


In  the  wet-snow  standard  the  princi]inl  timbers  used  are  as  follows:  posts,  8  in.  X  10  in.;  rafters, 
4  in.  X  10  in.;  collar-beams,  2  in.  X  10  in.;  plates,  4  in.  X  12  in.;  horizontal  studding,  4  in.  X  10  in.; 
siding  and  roofing,  2-in.  boards. 

In  the  dry-snow  standard  the  jirincipal  timbers  used  are  as  follows  :  posts,  8  in.  X  8  in.;  rafters, 
4  in.  X  8  in.;  collar-beams,  2  in.  X  8  in.;  i)lates,  4  in.  X  11  in.;  horizontal  studding,  2  in.  X  8  in.; 
siding  and  roofing,  i-in.  boards. 

For  bents  spaced  6  ft.  apart  the  wet-snow  standard  recpiires  304  ft.  P..  M.  hiiiiber  and  13.3  lbs.  of 
iron  per  lineal  foot  of  shed,  and  the  dry-snow  standard  reipiires  211  ft.  15.  M.  lumber  and  5.2  lbs.  of 
iron  per  lineal  foot  of  shed. 


36 


nUlLDlNCS   ANP    SV/^UCTCURS    OF   AMERICAN    RAILROADS. 


Siii>7i's/h-i/s  <>;■(■>-  Cuts  01  oil  Siilc  Hills,  Noit/icni  Paiijii  KailioaJ. — The  Nonlifrn  Pacific  Rail- 
road has  a  hirgc  number  of  standards  for  snow- 
siicds  over  cuts  or  on  side  liills  to  suit  the  vary- 
ing circumstances,  two  of  which  are  shown  in  Figs. 
105  and  106  from  designs  of  i\Ir.  C.  B.  Talbot. 

The  style  of   shed  shown  in  Fig.  105  is  more 


/2x^/}    particularly  applicable  in  through  cuts.     Tlie  bents 


are  spaced  6  ft.  apart,  or  as  may  be  necessary. 
For  bents  spaced  6  ft.  apart,  the  materials  required 
are  484  ft.  B.  M.  lumber  and  14.0  lbs.  of  iron  per 
lineal  foot  of  shed  The  principal  timbers  used  are 
as  follows  :   ]30sts,  10  in.  X  12  in.;   caps,  10  in.  X  16 

in.  X  12   in.;    roof- 


FiG.  105. — Cross-section. 
in.    over  main   span,  and   10  in.  X   14   in.  on    sides;    brace-j)lank,    two    jiieces,   3 
))lank,  4  in.  X  12  in.,  and  i  in.  X  4  in.  battens. 

In  the  case  shown  in  Fig.  106,  which  structure  is  for  side  hills  where  slides  occur,  the  bents  are 
spaced  4  ft.  to  6  ft.  apart.     For  bents  spaced  6  ft.  apart,  the  materials  required  are  634  ft.  B.  M.  lum- 


.///n 


Fig.  106. — Cross-section. 


ber  and  9  3  lbs.  of  iron  per  lineal  foot  of  shed.  The  principal  timliers  used  are  as  follows  :  posts,  10 
in.  X  12  in.;  caps,  10  in.  X  16  in.  over  main  span,  and  10  in.  X  12  in.  on  sides:  bank  sill  on  outside  at 
foot  of  posts,  10  in.  X  12  in.,  continuous  from  bent  to  bent;  mud-sill  up  slope  of  side  hill,  10  in.  X 
12  in.;   brace  i)lank,  two  jiieces,  3  in.  X    12  in.;   roof-plank,  4  in.  X  12  in.,  and  i  in.   X  4  in.  battens. 

The  space  left  for  the  track  is  in  all  cases  16  ft.  wide  in  the  clear,  and  19  ft.  high  in  the  clear 
above  to])  of  rail. 

Siw'a's/uu/s,  CaiiaJiiiJi  Pill ijit  Railway.— i:\\e  Canadian  Pacific  Railway  has  a  ver\-  large  number 
of  snowshed  standards,  as  built  at  different  times  under  varying  conditions.  Four  of  these  standards 
are  shown  in  Figs^  107  to  no,  the  last  of  which  has  been  most  e.xtensively  employed.  The  clear 
space  left  for  the  trains  in  all  the  standards  of  the  road  is  16  ft.  wide  and  22  ft.  high  above  the  grade 
line. 

The  design  shown  in  Fig.  107  is  for  use  in  through  cuts,  and  for  protection  against  level  fall. 
The  bents  are  spaced  8  ft.  apart.  The  principal  timbers  used  are  as  follows  :  posts,  of  round  tim- 
bers; plates,  8  in.  X  10  in.;   rafters,  9  in.  X  12  in.;   brace-posts,  6  in.   X  8  in.;   roof-plank,  3  in. 

In  Fig.  108  a  design  is  shown  for  use  in  through  or  side-hill  cuts.  The  lients  are  8  ft.  apart. 
The  principal  timbers  used  are  as  follows:  posts,  of  round  timbers;  plates,  10  in.  X  10  in.;  caps,  over 
main  span,  12  in.  X  15  in.,  and  on  sides,  12  in.  X   12  in.;    roof-plank,  4  in. 

Fig.  109  shows  a  design  for  use  in  through  and  side-hill  cuts.  The  spacing  of  the  bents  and 
the  general  sizes  of  the  timbers  are  similar  to  those  in  the  last-described  design. 


SNOIVSHEDS  AND   PROTECTION-SHEDS   FOR   MOV N TA IN-SI.l DRS. 


37 


The  standard,  sliown  in  Fig.  no,  deserves  more  than  passing  attention,  as  it  is  tlir  type  of  :;n(5\v- 
slied  at  present  in  favor  on  the  Canadian  Pacific  Railway  for  use  on  side-bill  and  thi-oiiL;li  riiis  where 
heavy  slides  can  be  expected.  A  crib  is  built  up  to  full  height  of  the  top  of  the  cut  on  the  hill  side 
of  the  track,  the  space  lietween  tlie  crib  and  the  hill  being  filled  with  earth.  On  the  lower  side  of 
the  track  a  framework  of  12  in.  X  12  in.  timbers  or  round  logs,  resting  on  sills,  piles,  or  a  toe-cril), 
supports  the  lower  end  of  the  roof  over  the  track.  The  crib  is  formed  of  12  in.  X  12  in.  or  10  in.  X 
12  in.  front  logs  and  round  back  logs,  s]iaced  with  3-in.  openings.  The  front  and  back  logs  are  con- 
nected by  8  in.  X  8  in.  sipiare,  or  by   round   log  ties,   spaced  5   ft.  apart,  dovetailed  to  tlie  front  logs 


Fig.  107. — Cross-sectton. 


Fig.  ioS. — Cross-section. 


Fic.  inq. — Criiss-section. 


Fig.  iio. — Cross-section. 


and  saddled  or  dovetailed  into  the  flatted  back  logs  The  roof-plank  is  6  in.  thick.  The  timber- 
work  throughout  is  only  drift-bolted  or  dowelled  together;  no  mortises  or  tenons  are  used. 

For  additional  standards  and  data  see  the  Railroad  Gazette,  issue  of  July  6,  1888;  the  Engi/ici'ri/ig 
News,  issues  of  January  21,  1888,  and  December  14,  1889;  the  Railway  Revinv,  issues  of  July  21, 
December  8,  and  December  22,  1888;  and  Transactions  of  the  .'American  Society  of  Civil  Engi- 
neers, August,  1888,  with  [lajier  on  the  Canadian  Pacific  Railway,  by  Thomas  C.  Keefer,  president 
of  the  society. 

Snowshed  (Ti'er  Cuts  or  on  Side  Hills,  Central  Pacific  Railroad.— The  snowshed  of  the  Central 
Pacific   Railroad,  shown  in  Fig.  iii,  is  for  use  in  through  or  side-hill  cuts.       It  forms  a  roof  over  the 


Fk:    III.— Cross-section. 


^8 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN   RAILROADS. 


track  wliich  carries  any  material  coming  down  the  hillside  safely  over  the  load.  The  bents  are 
spaced  from  4  to  6  feet  apart,  according  to  circumstances.  The  design  shows  the  structure  anchored 
to  the  rock  in  the  side  cut  with  a  number  of  2-inch  rods.  Where  this  is  not  feasible,  appropriate 
bracing  has  to  be  introduced. 

The  clear  space  for  the  track  is  15  ft.  9  in.  wide  and  18  ft.  high  above  top  of  rails.  Tlie  prin- 
cipal timbers  used  are  as  follows:  main  posts,  12  in.  X 
14  in.;  side  posts,  12  in.  X  12  in.;  caps,  12  in.  X  14 
in.  over  main  span,  and  all  others  12  in.  X  12  in.; 
braces,  8  in.  X  12  in.;  roof-plank,  5  in.;  side  planks, 
2  in. 

Protection-shed  for  Aloiintaiii-s/iJes,  Oreg^on  (3^  Cali- 
fornia Railroad. — A  mountain-slide  of  large  ])ro- 
portions  and  under  unusual  conditions  occurred  in 
March,  1890,  at  the  north  end  of  tunnel  No.  9  on  the 
Oregon  &  California  Railroad,  connected  with  the 
Southern  Pacific  Railway  system.  The  methods  em 
ployed  for  removing  the  materials  and  the  construc- 
tion of  a  protection-shed  to  divert  earth  or  rocks, 
that  might  come  down  on  the  track,  were  described 
and  illustrated  in  a  paper  prepared  by  Mr.  W.  G. 
Curtis  and  read  before  the  American  Society  of  Civil 
Engineers,  which  paper  was  published  in  the  Trans- 
actions of  the  Society  for  1890.  In  Fig.  112,  repro- 
duced from  the  publication  mentioned,  a  section  is 
shown  of  the  protection-shed  adopted  and  built  after 
the  slide  had  been  removed.  This  thed  has  proved 
to  be  sufficiently  strong  to  divert  earth  and  rocKs 
which  have  fallen  down  from  the  mountain  since 
the  construction  of  the  shed.  The  length  of  the  slide 
measured  200  ft.  along  the  track,  the  lieight  of  rock 
slope  is  about  100  ft.,  and  the  vertical  height  from 
the  grade  to  the  top  of  the  slide  about  300  ft.  This  structure  illustrates  clearly  the  application  that 
is  made  in  practice  of  the  general  principles  governing  the  construction  of  snowsheds  oji  side  hills  to 
structures  intended  to  protect  a  railroad  from  mountain-slides  or  boulders  liable  to  fall  down  on  the 
track. 


Fig.  112. — Cross-section. 


SIGNAL-  TO  WERS,  39 


CHAPTER  VII. 
SIGNAL-  T  O  \V  E  K  S. 

SuiNAL-TOWEKS  are  used  on  railroads  where  it  is  necessary  to  station  a  watchman,  signal- 
man, gatcman,  switch-tender,  or  operator,  at  a  sufficient  elevation  above  the  railroad  to 
enable  him  to  command  a  good  view  of  the  tracks  and  surroundings,  or  to  allow  the  signal- 
man or  his  signals  to  be  readily  seen  from  approaching  trains,  vehicles,  or  other  signal  sta- 
tions. There  arc  two  classes  of  signal-towers,  namely,  those  intended  to  protect  exposed 
points  on  the  line,  and  those  forming  part  of  a  block-signaling  system. 

The  former  are,  as  a  rule,  simply  watchman's  houses  set  on  trestles,  and  are  used  to 
afford  protection  at  railroad  and  highway  grade  crossings,  tunnels,  sharp  curves,  dangerous 
points  of  the  line  where  the  view  is  obstructed,  and  at  the  head  of  or  connected  with  switch 
and  yard  systems.  Signals  are  given  by  hand,  lamps,  flags,  vanes,  targets,  balls,  movable 
arms,  or  other  appropriate  means. 

The  second  class,  namely,  block-station  signal-towers,  form  part  of  a  more  or  less  exten- 
sive signaling  system  by  which  the  road  is  divided  into  sections  or  "  blocks  "  of  a  length 
dependent  on  the  varying  conditions  and  necessities  of  the  traffic.  A  signal-tower,  equipped 
with  the  requisite  signaling  apparatus  and  connected  with  the  neighboring  towers  by  wire,  is 
located  at  the  end  of  each  block  or  section.  The  control  of  the  trains  on  each  block  or  sec- 
tion is  thus  completely  in  the  hands  of  the  signalmen  or  operators  in  the  towers  at  each  end 
of  the  block. 

Where  there  is  an  interlocking  switch  system,  or  switches  worked  by  levers  from  a  dis- 
tance, it  is  customary,  if  feasible,  to  locate  tne  working  levers  in  the  signal  room  of  a  signal- 
tower,  so  that  one  man  can  control  the  switches  and  the  movement  of  trains.  Signal-towers 
with  switch  levers  are  usually  to  be  found  at  terminal  yards,  stations,  junction  points,  and 
cross-over  systems. 

Most  railroads  have  block  signals  at  their  regular  stations  or  stopping-places,  even  where 
the  regular  block  system  is  not  emjjloyed  between  stations,  in  which  case  the  regular  operator 
at  the  station  performs  the  duties  of  signalman.  Station  buildings,  in  which  the  operator  is 
located   in  a  small  tower  or  extended   gable   front    above  the  ground-floor,  have  been  quite 


4° 


BUILDINGS   AND   STRUCTURES   OF  AMERICAN   RAILROADS. 


extensively  introdLiced,  enabling  the  operator  to  obtain  a  better  view  of  the  road  and  lessening 
the  possibility  of  being  interrupted  by  passengers  or  others.  This  combination  of  signal 
tower  and  station  building  is  advisable,  however,  only  where,  in  addition  to  the  station  agent 
and  other  help,  a  special  operator  is  employed.  Where  one  or  two  men  are  required  to  per- 
form all  the  duties  connected  with  the  station  and  the  signaling  apparatus,  it  is  objectionable 
to  have  part  of  the  work  located  in  the  upper  story. 

Descriptions  and  plans  of  a  number  of  signal-towers  are  presented  below  as  illustrative  of 
'the  different  types  in  actual  use. 


Fig.  113. 
Front  Elevation. 


Octii^^^onal  Si};/ial/im<cr,  F/ii/aihI/>/ua  e^  RcaJiii:^  Railioad. — The  octagonal  signal-tower  sliown 
in  Fig.  113  represents  a  style  (if  tower  much  in  use  on  ihe  Phiiadelijhia  iv  Reading  Railroad  al 
dangerous  places  or  where  the  view  is  obstructed.  'I'his  form  of  tower  is  in 
reality  an  elevated  watchman's  house,  the  signals  heing  under  the  control  of  a 
special  watchman  or  signalman.  These  towers  are  sometimes  connected  with 
neighboring  towers  by  wires,  as,  for  instance,  at  tunnels,  in  which  case  tliey 
become  in  a  certain  sense  block-signal  stations.  As  a  rule,  however,  they  are 
too  small  for  the  modern  block-signal  system,  which  requires  more  space  in  the 
tower  than  offered  in  the  design  under  discussion,  especially  when  connected 
with  interlocking  switch  systems. 

These  signal-towers  are  frame  structures,  from  30  ft.  to  50  ft.  high,  and 
buih  in  the  shape  of  an  octagonal  pyramid,  thus  giving  much  stability  against 
wind  and  side  jiressures  uf  any  kind.  'I'he  entrance  is  on  the  ground-floor,  and 
a  ladder  inside  the  building  leads  up  to  the  watchman's  room.  The  signaling 
apparatus,  shown  on  top  of  the  tower,  consists  of  two  vanes,  each  vane  having 
three  faces,  and  each  face  being  painted  a  different  color,  signifying,  respectively,  danger,  caution,  and 
safety.  The  vanes  are  illuminated  at  night  by  lanterns,  which  are  lighted  in  the  room  below  and 
lioisted  into  place  by  pulleys.  The  vanes  are  sejiarated  by  a  blackboard,  against  which  the  lights 
and  colors  are  clearly  seen,  and  are  turned  by  levers  working  upon  round  tables  in  the  watchman's 
room,  upon  which  are  painted  colors  corresponding  with  the  colors  of  the  vanes,  so  that  the  lever 
being  locked  upon  any  color  on  the  table,  the  same  color  ujion  the  vane  is  known  to  be  facing  the 
approaching  train. 

At  railroad  grade  crossings  the  towers  are  set  in  the  angle  of  intersection  of  the  two  roads,  and 
have  one  vane  with  four  faces  and  two  colors,  so  arranged  that  one  road  is  always  blocked  when  tlie 
other  is  open. 

The  signals  displayed  from  these  towers  need  not  necessarily  be  vanes,  arranged  as  just  described, 
but  can  be  flags,  movable  arms,  balls,  targets,  or  revolving  cylinders,  worked  by  levers  or  other  suit- 
able ajipliances. 

The  framework  of  the  lower  story  of  the  tower  can  be  left  open,  if  no  reasons  exist  for  inclosing 
it  ;   but,  as  a  rule,  it  will  prove  convenient  to  inclose  it  to  jiermit  of  its  use  as  a  store  or  tool  room. 

Scjiiarc  Sii;iti!/-tc>wcr,  Philadelphia  &=  Reading  Railroad. — The  scpiare  signal-tower  of  the  Phila- 
deliihia  &  Reading  Railroad  is  only  a  slight  modilication  of  the  octagonal  tower  just  described,  and 
is  used  under  the  same  circumstances  and  conditions  as  the  latter.  Tiie  square  tower  is  built  in  the 
shape  of  a  square  in  place  of  an  octagonal  pyramid. 

Signal  Station,  Philadelphia,  Wilmington  &=  Baltimore  Railroad. — A  signal  station  on  the  Phila- 
delphia, Wilmington  &  Baltimore  Railroad,  designed  by  Mr.  S.  T.  Fuller,  Chief  Engineer,  is  de- 
scribed and  illustrated  in  the  issue  of  the  Railroad  Gazette  of  January  9,  iSSo.  The  upper  story  is 
used  for  the  signalman  and  signal  apparatus,  while  the  ground-floor  is  intended  to  be  utilized  for 
passengers  or  for  other  business  of  the  railroad  conqjany.  The  design  is  quite  elaborate,  and  the 
building  presents  a  fine  appearance. 


S/GNAL-2\UrFJCS. 


41 


EltTtttcJ  GiiU/iii/isi-  III  W'luli-liiiveii.  I'll.,  l.iiiii^/i  Willix  Kaih ihuL-  '\'\\Kt  t;;ite-lu)iise  of  the  Le- 
high \'allcy  R.iilroiid  .it  WhitcliaNcn,  P;i.,  designed  by  Mr.  \V.  V.  Pascoe,  Sui)eiintendent  of  Bridges, 
L.  v.  R.  R.,  shown  in  Fig.  114,  is  ;i  good  ty|ie  of 
an  elevated  gate-tender's  house  at  important 
grade  crossings,  where  a  system  of  gates  is  in  use 
and  the  clear  view  from  the  level  of  the  railroad 
is  liable  to  be  obstructed.  The  design  presented 
is  rather  elaborate  for  use  at  an  open  country 
road  or  turnjiike  crossing  outside  of  settlements, 
but  it  is  well  adapted  for  crossings  in  towns  and 
at  important  thoroughfares  where  the  neat  ap- 
pearance of  all  railroad  structures  is  considered 
desirable. 

The  building  is  a  frame  structure,  7  ft.  square 
on  the  outside,  set  on  trestles,  tlie  floor  of  the 
building  aliout  10  ft.  above  the  track  rail.  The 
height  of  frame  is  8  ft.  from  the  sill  to  the  plate. 
The  sides  of  the  building  are  sheathed  on  the 
outside  and  inside  with  narrow  tongued  and 
grooved  boards;  the  roof  is  covered  with  tin  or 
slate,  laid  on  i-in.  boards. 

The  principal  timbers  used  are  as  follows: 
sills,  4  in.  X  6  in.;  plates,  2  in.  X  4  in.;  corner- 
studs,  4  in.  X  4  in.;  door  and  window  studs,  3  in. 


Fig.  114. — Side  Elevation. 


Fu;.  115. — Cross-section  AND  Fkoni  Elevation. 


Fig.  116. — Ei.KVATioN  ok  Frame. 


42 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


X  4  in.;  rafters,  3  in.  X  4  in.;  Iloor-joists,  3  in.  X  6  in.,  spaced  iS  in.;  windows,  double  sash,  each 
sash  four  lights,  10  X  12;  door,  2  ft.  9  in.  X  6  ft.  4  in.;  trestle-legs,  8  in.  X  8  in.;  trestle  X-bracing, 
6  in.  X  6  in.;  trestle  sills  and  caps,  10  in.  X   10  in. 

Standard  Signal -tower,  Pennsylvania  Railroad. — The  standard  block-station  signal-tower  of  the 
Pennsylvania  Railroad,  shown  in  Figs.  115  to  118,  is  a  two-story  frame  structure,  the  lower  part 
being  square,  and  the  upper  part  octagonal  in  shape.  'J'he  lower  story  is  about  12  ft.  square  and 
about  15  ft.  high,  and  is  usetl  for  keeping  sundry  signal  and  road  supplies.  Steps  inside  the  tower 
lead  to  the  upper  floor  or  the  signal-room,  in  which  the  operator  or  signalman  is  stationed,  sur- 
rounded by  the  necessary  signaling  and  telegraphic  apparatus.  The  general  design  of  this  tower  is 
very  ornamental  and  attractive,  while  the  details  are  carefully  arranged  to  secure  the  best  results  in 
all  respects  without  prejudice  to  economy.  A  large  part  of  the  structure  is  usually  framed  and  put 
together  in  the  shop  before  being  shipped  to  the  site. 


V 

-1 

=», 

^ 
V 

i 

\X- 

1 
1 

\\ 

Fig.  117. — Second-fi.oor  Plan.  Fig.  ii8.^Second-floor  Fr,\m!ng  Plan. 

Where  an  extensive  and  complicated  switch  system  is  connected  with  a  block  station,  the  space 
offered  by  the  building  under  discussion  is  too  smalt  for  the  accommodation  of  the  switch  levers,  and 
another  standard  is  used,  namely,  an  oblong,  two  story  frame  building,  the  length  of  which  is  varied 
to  suit  the  requirements  of  each  case.  The  general  features  and  style  of  the  two  standards  are  other- 
wise similar. 

Tlie  kinds  of  signals  controlled  by  the  signalman  are  numerous.  The  signals  at  the  tower  are 
frequently  located  on  a  light  bridge  thrown  over  the  tracks  or  else  on  arms  or  brackets  attached  to 
the  building.  In  addition  there  are  usually  "home"  and  "distant"  signals  connected  with  the 
tower,  consisting  of  lamps,  balls,  targets,  semaphores,  or  other  appliances,  all  of  which  are  controlled 
and  operated  with  great  ease  and  certainty  from  the  signal-room  of  the  tower. 

Signal-tower  on  Depot  Building,  Richmond  <s'  Alleghany  Railroad. — In  Fig.  119  is  shown  a 
signal  tower  or  room  on  top  of  a  depot  building,  designed  for  use  on  the  Richmond  &  Alleghany 
Railroad,  which  design  illustrates  the  method  of  establishing  a  block-signal  station  in  the  ujiper  story 
of  a  depot.  The  building  itself  is  very  plain  and  cheajily  built,  representing  in  its  general  style  a  class 
of  structures  in  extensive  use  for  local  depots  at  small  settlements  in  the  South  and  Southwest. 

Signal-tower  at  Jutland,  N.  J.,  Lehigh  Valley  Railroad. — The  signal-tower  of  the  Lehigh  Valley 
Railroad,  at  Jutbunl,  N.  J.,  shown  in  Fig.  120,  designed  by  Mr.  C.  Rosenberg,  Master  Car]x-ntcr, 
L.  V.  R.  R.,  is  used  at  the  grade  crossing  of  an  important  county  road,  where  the  view  of  the  railroail 
from  the  level  of  the  road  is  obstructed,  making  it  necessary  to  station  the  gate-tender  or  signalman 
at  some  height  above  the  ground  so  as  to  see  approaching  trains. 

The  house  proper  is  a  small  frame  watch-box  of  the  usual  style,  8  ft.  X  8  ft.  outside  dimensions, 
height  of  frame  about  8  ft.,  w  ilh  large  windows  on  all  sides.  This  building  is  placed  on  a  trestle 
about  14  ft.  above  the  track,  with  steps  leading  up  to  the  house.  The  trestle  is  built  of  the  following 
timli.Ts  ;   [)osts,  6  in.  X  8  in.;   horizontal  ties,  6  in.  X  8  in.;  X-bracing,  6  in.  X  6  in. 

Sij.;nal-to7C'er  at  Hillsboro,  N.  J.,  Lehigh  Valley  Railroad. — The  signal-tower  of  the  Lehigh 
Valley    Railroad   .it    Hillsboro,  N.  J.,  shown   in    PMgs.    121   and    122,   designed   by    Mr.    C.    Rosenberg, 


SIGNAL-  TO  U'ERS. 


43 


Maslt-r  Car])enter,  I,.  ^'.  R,  K.,  is  a  Iwo-story  frame  tower  slnuturc,  lo  ft.  X   lo  fl.  outside  dimensions 
and  1 9  ft.  high  from  ground   to  caves.     The  first  story  is  9  ft.  liigh   in  the  clear,  the  se< ond  one  8  ft. 


T,  .i^.^:,yr=r 


Fig.  1 19. — End  Ele\  ation. 


Fig.  120. — Side  Ei,k\aiion. 


^ 


R 


h 


\A 


¥ 


Fig.  121. — Front  Elevation. 


Fig.  122. — Elevation  of  Frame. 


9  in.  high  in  tlie  clear.  Steps  on  the  outside  of  the  building  lead  to  tlie  upper  story,  which  is  used 
for  the  signalman  and  the  signaling  apparatus.  The  lower  story  has  three  windows  and  a  door,  and 
is  used  for  storing  various  supplies. 

The  principal  timbers  used  are:  sills,  6  in.  X  8  in.;  interties,  4  in.  X  8  in.;  plates,  4  in.  X  8  in.; 
corner-posts,  4  in.  X  8  in.;  studs,  3  in.  X  4  in.;  angle-braces,  3  in.  X  4  in.;  rafters,  3  in.  X  4  in.  The 
inside  is  lined  with  tongued  and  grooved  boards  ;  the  outside  is  covered  with  bevel  siding  ;  the  roof 
consists  of  tin  on  i-in.  boards  ;  the  windows  in  the  upi)er  story  have  13-in.  X  34-in.  lights,  and  those 
of  the  lower  story  13-in.  X  26-in.  lights. 

Signal-tower  at  Jiiscy  City,  N'.  /.,  Lcliigh  Valley  Railioad. — The  signal-tower  of  the  I.ehigh 
Valley  Railroad  at  Jersey  City,  N.  J.,  also  designed  by  Mr.  C.  Rosenberg,  Master  Carpenter,  L.  \'.  R.  R., 
shown  in  Figs.  123  and  124,  is  a  two-story  frame  tower  structure,  12  ft.  X  29  ft.  outside  dimensions 
and  2 1  ft.  high  from  ground  to  eaves. 

This  tower  is  located  at  the  centre  of  a  large  terminal  yard,  and  the  upper  story  serves  for 
signaling  purposes  and  as  an  office  for  the  yardmaster  and  his  clerks.  The  elevation  .idmits  of  an 
unobstructed  view  over  the  entire  yard  system,  thus  assisting  materially  in  keeping  track  of  tlie 
general  movement  of  the  cars  and  the  trains  in  the  yard.  The  ground-lloor  is  divided  into  two 
rooms,  one  for  trainmen  and  yardmen  to  occu])y  when   not   engaged   in   actual  work  around  the  yard. 


44 


BUILDINGS  AND    STRUCTURES   OF   AMERICAN    RAILROADS. 


and  the  otlier  for  use  as  a  lamp,  oil,  and  waste  room,  and   for  storage    of  sundry  small  supplies  con- 
nected with  the  train  operations. 


Fig.  124. — Side  Elevation. 

The  principal  timbers  used  are  as  follows  :  sills,  6  in.  X  8  in.;  floor-joists,  3  in.  X  8  in.;  ceiling- 
joists,  2  in.  X  8  in.;  interties,  4  in.  X  6  in.;  plates,  4  in.  X  6  in.;  corner-posts,  6  in.  X  8  in.;  studs, 
3  in.  X  4  in.;  angle-braces,  3  in.  X  4  in.;  rafters,  3  in.  X  6  in.  The  outside  is  sheathed  with  i-in. 
rough  hemlock  boards,  covered  with  white  pine  weather-boards  ;  the  roof  is  covered  with  tin  on  i-in. 
hemlock  boards.  The  lights  of  the  windows  in  the  upper  story  are  13  in.  X  iS  in.,  four  lights  per  win- 
dow ;  and  those  of  the  lower  story  13  in.  X  28  in.,  four  lights  per  window.  Stairs  on  the  outside 
of  the  building  lead  to  the  upiier  story.     The  interior  is  finished  in  wood. 

Two-legged  Signal-toKer  at  Newark,  N.  J.,  Pennsylvania  Railroad. — The  signal-tower  shown  in 
Fig.  125  represents  a  form  of  tower  or  elevated  watch- 
man's house  in  use  on  the  Pennsylvania  Railroad  at 
Newark,  N.  J.,  and  other  places  along  their  line  where 
the  ground  space  available  for  a  tower  is  limited.  The 
illustration  shows  the  general  style  of  the  construction, 
the  two  posts  or  legs  being  12-in.  X  12-in.  sticks.  The 
door  on  the  side  toward  the  track  is  to  enable  the 
watchman  to  give  the  proper  hand  or  flag  signals  to 
trains. 

One-legged   Signal-tower  at    Cliicago,    III,    Ateliison, 
Tflpeka   6"    Santa    Fe   Railroad.— \n    Fig.    126     a    per- 
sjiective  view  is  shown  of  a   signal-tower  in  the  terminal 
yard  of  the  Atchison,  Topeka  Os:   Santa   Fe   Railroad  at 
Chicago,   111.     This  building  is   about  6   ft.   square  and 
rests  on  four  posts,  each  6  in.  X  6  in.,  which  are  fastened 
to  a  framework  bedded  in  the  ground.     The  four  posts 
mentioned   form   a  scpiare,  that  only  takes  \\\>  24  in.  of      t^:,--l']?%Vs 
ground  space.     Iron  rungs  fastened  to  the  posts  on  one  p,^,     126.— Per- 
side  of  the  square  form  a  ladder  leading  up  to  the  house,         spective. 
the  entrance  being  through  a  trap-door  in  the  floor.      A  number  of  switch  and  signal  levers  are  located 
in  the  house,  the  connecting-rods  down  to  the  ground  being  placed  inside  the  square  formed  by  the 
posts. 


W 


Fir,.   125. — Pr.RSPKCIIVE. 


SIGNAI.-TOWF.RS. 


4S 


Sigiml-towcr  at  Jersey  City,  N.  /.,  Central  Railroad  of  New  Jersey— \\\  Fig.  127  is  shown  a 
perspective  of  the  large  signal-tower  of  the  Central  Railroad  of  New  Jersey,  connected  with  the  ex- 
tensive interlocking  switch  and  signal  system  in  their  terminal  yard  at  Jersey  City,  N.  J. 


Fig.   127. — Perspective. 

Signal-tower  a7id  Bridge,  Neio  York  Central  6"  Hudson  River  Railroad. — The  standard  signal- 
tower  and  signal-bridge  adopted  by  the  New  York  Central  &  Hudson  River  Railroad  for  block- 
signal  stations  on  its  four-track  roadbed  are  described  and  illustrated  in  detail  in  the  issue  of  the 
Railroad  Gazette  of  May  13,  1892.  There  is  a  tower  on  the  ground  and  also  one  on  the  bridge.  The 
bridge,  which  has  a  span  of  56  ft.,  and  20  ft.  clearance  over  the  rails,  is  of  iron  on  iron  columns,  and 
is  equipped  with  the  necessary  semaphore  and  lamp  signals. 


46  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


CHAPTER   VIII. 
CAR-SHEDS  AND  CAR-CLEANING  YARDS. 

CaR-SHEDS  are  provided  on  railroads  to  protect  expensive  passenger  or  private  cars,  when 
not  running,  from  the  weather,  and  also,  as  a  rule,  to  allow  the  cars  to  be  cleaned  under  cover. 
In  southern  sections  of  the  country  car-sheds  are  frequently  used  as  a  protection  against  the 
injurious  effects  of  the  sun  on  the  varnish  and  paint  of  the  exterior  of  the  cars.  Car-sheds 
are  usually  located  at  terminal  or  junction  points,  where  passenger  cars  are  side-tracked,  when 
not  in  use,  or  the  cleaning  has  to  be  done  prior  to  starting  the  cars  on  a  new  trip. 

Car-sheds  are  not  in  universal  use  in  this  country,  so  that  there  is  no  general  standard  or 
system  recognized  as  the  best  for  the  purpose.  Local  circumstances  and  individual  require- 
ments determine  the  leading  features  and  the  choice  of  the  st}-le  of  the  structure.  Where 
new  buildings  are  erected  for  the  storage  of  surplus  cars  during  slack  seasons,  or  for  the 
cleaning  of  cars  between  runs,  brick  and  frame  buildings  will  be  found  in  use.  Frequently  an 
abandoned  shop,  engine  house,  freight-house,  or  train-shed  is  pressed  into  service  as  a  car- 
shed  after  its  usefulness  for  other  purposes  has  ceased.  Thus,  the  Pennsylvania  Railroad  has 
utilized  its  former  terminal  train-shed  at  West  Philadelphia  for  a  car-shed,  since  the  opening 
of  the  new  Broad  Street  station  in  Philadelphia  and  the  practical  abandonment  of  the  West 
Philadelphia  terminus.  A  great  many  roads  make  no  provision  whatever  for  the  storage  of 
passenger  cars  under  cover,  and  allow  expensive  cars  to  stand  on  side  tracks  for  long  periods 
e.xposed  to  the  weather  and  the  heat  of  the  sun.  More  attention  should  be  paid  to  the 
comparative  cheapness  of  temporar\-  car-sheds,  as  described  more  full}-  below,  and  to  the 
advantage  of  using  them,  where  funds  are  not  on  hand  at  the  time  for  a  more  elaborate 
structure,  or  the  final  location  of  a  car-shed  in  connection  witii  a  terminal  or  shop  la}--out 
cannot  be  definitely  determined. 

The  essential  requirements  for  a  car-shed,  in  which  car  cleaning  is  to  be  done,  are  good 
ligiit,  a  con\-enient  water-suj^pl}-,  and  ample  space  between  the  tracks,  and  between  the  side  of 
the  building  and  the  nearest  track,  to  allow  the  e.xterior  of  the  cars  to  be  propeil}-  cleaned. 
It  is  customary  to  keep  minor  car  supplies  and  fixtures  in  the  same  building,  and  to  provide 
space  for  cleaning  carpets,  car-seats,  etc.,  outside  of  the  cars.  In  northern  climates  it  is 
desirable  to  heat  the  house  slightly  in  vcr}'  severe  weather. 

The  illustrations  presented  below  show  car-sheds  with  only  one  or  two  tracks.  Wiiere 
the  length  of  a  building  is  limited  by  local  circumstances,  oi-  the  number  of  cars  to  be  stored 
is  very  large,  a  building  with   more  than    two  tracks  is  employed,  usuall)-  with  a  light   frame 


C.IR-SNEDS   AND    CAR-CLEANING    YARDS. 


47 


roof  set  on  posts  bctwi-cn  tlu-  tracks.  For  clciniiig  cars  between  runs,  tlicy  arc,  as  a  rule,  not 
placed  under  cover,  hut  switched  to  so-called  car-cleaning,'  tracks  or  yards,  where  the  car- 
cleaners  are  stationed  and  [ilal forms,  racks,  wire  nets  for  cleaning  carpets,  water-suppl)-,  etc., 
are  provided.  In  connection  with  car-sheds  or  cleaning  tracks  the  palace-  and  .sleeping-car 
companies  have  frequent!}-  at  the  terminals  of  their  routes  special  buildings  for  the  storage  of 
the  sundry  supplies  connected  with  the  service,  including  facilities  for  mending  and  repairing 
the   interior  fixtures,  furniture,  bedding,  etc. 

The   following  detail   descriptions  of  car-sheds  refer  to  structures   actual!)'  in  use  in  this 

countr\-. 

Brick  Car-shed  at  Mauch  Chunk,  Pa.,  Li-hi):;h  Valley  Railroad. — The  liriik  car-shed  of  the  Lehiuli 
Valley   Railroad   at   Mauch    Chunk,   Pa.,  sliown  in  Figs.  128   to    131,  was    l)ui!t    to    accommodate   the 


^^^^? 


Fig.  1 28. — Front  Elevation. 


Fig.  i2g. — Cross-section. 


n^22 


Fig.  130. — Side  Elevation. 


© 


Fig.  131. — Ground-plan. 


president's  car  and  the  pay  car  of   that  road,  tlie  former  being  one  of  tlie   nnesl   private  cars  in   the 
country,  and   hence  desirable  to  liouse   it  wlieii   not   in   use.      Tlie   Iniilding  is  34  ft.  2  in.  wide,  85  ft. 


48 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


long,  and  17  ft.  8  in.  liigli  fiuni  the  flour  to  the  bottom  of  the  lic-btanis.  The  walls  ,ne  lirick,  13  in. 
thick  in  the  panels  and  17  in.  thick  at  the  ]iilasters,  base  and  frieze  courses.  Two  tracks,  spaced  14 
ft.  10  in.  centres,  enter  the  house,  the  clear  width  of  the  house  being  31  ft.  There  are  two  ])air  of 
large,  circle-top  engine-doors  at  one  gable  end  of  the  house,  the  width  of  tlie  door  opening  being  11 
ft.  I  in.  in  the  clear,  and  17  ft.  4  in.  high  in  the  clear  above  the  top  of  tlie  rails  over  the  centre  of  the 
track.  One  of  the  engine-doors  has  a  small  wicket-door  inserted  in  it.  The  roof-trusses  are  spaced 
14  ft.  centres,  the  dimensions  of  the  principal  roof  members  being  as  follows:  tie-beams,  6  in.  X  10 
in.;  principal  rafters,  6  in.  X  8  in.;  truss-braces,  6  in.  X  6  in.;  tie-rod  at  centre,  i^  in.  diani.;  tie-rods 
on  sides,  J  in.  diam.;  purlins,  4  in.  X  8  in.,  spaced  3  ft.  10  in.;  rafters,  2  in.  X  4  in.,  spaced  18  in.; 
roof-boards,  i^  in.,  covered  with  slate. 

There  are  small  funnels  over  each  track,  as  shown  on  plans,  suspended  from  the  roof  so  as  to 
correspond  to  the  position  of  the  stove-pipes  on  the  cars  mentioned,  and  thus  avoid  smoke  in  the 
house  from  the  car-stoves.  A  stove  connecting  with  the  brick  flue  at  tlie  end  of  the  house  serves  to 
heat  the  house  in  winter.  The  tracks  have  patented  iron  stop-blocks  on  each  rail  at  tlie  rear  fif 
the  house.     'I'he  rails  are  laid  on  ordinary  ties  bedded  in  the  cinder  forming  the  floor. 

This  design  can  be  recommended  wherever  it  is  desired  to  have  a  substantial  brick  house  to  be 
used  for  a  car-shed  or  an  engine-house.  It  could  be  used  to  good  advantage  also  as  a  small  jiaint-shop 
for  cars,  or  small  repair-shop,  if  made  a  little  wider,  so  as  to  give  more  space  between  cars  and  side 
walls  for  working. 

Temporary  Car-sheds,  Richmond  &"  Alhghany  Railroad. — The  designs  for  car-sheds,  shown  in 
Figs.  132  and  133,  illustrate  a  type  of  temporary  sheds  used  on  the  Richmond  &  Alleghany  Railroad 


*• 


Fig.  132. — Cross  section. 


Fig.  133. — Cross-section. 


for  the  protection  of  their  passenger-cars,  while  part  of  the  road  was  still  under  construction  and  the 
final  lay-out  of  the  yards  and  shop  systems  at  the  terminals  not  fully  determined.  The  plans  are 
self-explanatory,  and  show  how  cheaply  and  easily  adequate  protection  for  expensive  cars  can  be 
provided.  The  posts  are  made  of  rough  round  or  hewn  timbers,  set  in  the  ground,  and  tied  together 
and  roofed  with  plank,  scantlings,  and  boards,  as  shown. 

Frame  Car-slied  at  U'allula,   Wash.,  Nortlicrn  Pacific  Railroad. —The   car-shed   of  the   Nortliern 


Fig.  134. — SinF.  Ki.fvation. 


Fig.  135.  — FuiiNr  lu.KVAriu.N. 


Pacific  Railroad  at  Wallula,  Wash.,  shown  in  Figs    134  to  136,  is  a  frame  structure  40  ft.  X  200  ft.  out 
to  out,  and  about  20  ft.  height  of  frame.     There  are  two  tracks,  spaced  17  ft.  centres,  running  through 


c\-ia'-.s///':ds  a.vd  car-cleaning   yards. 


49 


Fig.  136. — Grovind-plan. 


the  liouse,  which  enter  at  cacli  gable  end  through  two  pairs  of  hirge  square   engine-doors,  the  door 

openings  being  14  ft.  wide  in  the  clear  and  18  ft.  high  in  the 

clear  above  the  to[)  of  tlie  rails.     The  roof-trusses  are  spaced 

20  ft.  centres.     The  windows  have  two  sash,  each  8  lights,  12 

in.  X  16  in. 

'I'he  principal   timbers  used  are  as  follows:  sills,  10  in.  X 

10  in.;  posts,  10  in.  X  10  in.;  studs,  2  in.  X  4  in.,  spaced  24 

in,;    plates,  6   in.  X  10   in.;    rafters,  4  in.  X  10   in.,  spaced  24 

in.;  tie-beams,  6  in.  X  10  in.;   ridgc-iiurlins,  two  pieces,  each 

4  in.  X  6  ill.;    purlin-braces    and    purlin-jiosts,  4  in.  X  8  in.; 

roof-boards,  i  in.,  covered   with   shingles;   floor,  2  in.  plank;   lloor-joists,  2  in.  X   12  in,,  s]iaced   24  in., 

and  bedded  on  6  in.  X  6  in.  mud-sills;   outside  of  frame  sheathed  with  WLMlhcr-boardiriL;;   tlocus,  i]  in. 

X  10  in   frames,  covered  with  J  in.  tongued  and  grooved  boards. 

Car-cleaning  Platform  a(  Jersey  City,  N,  /.,  Central  Railroad  of  A^ew  Jersey.    -The  i  ar-cleaning 

platform  of  the  Central    Railroad  of  New  Jersey,  at  Jersey   City,  N.  J.,  shown   in    Fig.    137,  is   built 

between  the  tracks  of  the  car-cleaning  yard  and  con- 
sists of  an   open   platfinin,  11    ft.  6  in.  wide  and  8  in. 

^ ^fmi  above  the  top  of  the   rails,  with  a  raised   rack  at  the 

centre  for  piling  and  cleaning  the  car  furniture  and 
fi.Ktures.     The   rack  is  42   in.  wide  and   21    in.  above 

the  jilatform.     It  is  slatted  on  top,  so  as  to  allow  dust  and  dirt  to  drop  to  the  ground.     The  tracks  at 

this  point  are  spaced  20  ft.  centres.     The  dimensions  of  the  lumber  are  as  follows:  blocking,  6  in.  X 

6  in.;  floor-joists,  3  in.  X  6  in.;    flooring,  2  in.;   posts,  3  in.  X  3  in.;  plates,  3  in.  X  3  in. ;  slats,  i  in.  X 

3  in.;  X-braces,  1  in.  X  3  in. 

Car-cleaning   Platform   Shed  at  Jersey  City,   N.   J.,  Pennsylvania  Railroad. — The  car-cleaning 


■.<'n*i..*..0'*' — •.  ..«^:..«« 


P'lG. 


-C  R( 


vi.JriS-SKLI  ION. 


^ . 

IW 

i'1 

w 

^ 

'jy  ' 

■  Ns 

// 

'  \K    1 

r 

<^ 

^^ 

% 

Fig.  13S. — Side  Elev.ation. 


platform  shed  of  tlu-  Pennsylvania  Railroad,  shown  in  Figs.    138  to  140,  w.is  buill  in  Ihc  liittcr  p.irl  of 
the  year  1890  for  the  use  of  tin-  I'uMman  t.!ar  Company  at  the  special  cleaning  and  storage  yard  for  that 

brancii  of  the  service  at  Jersey  City,  N.  J.  There 
are  several  lines  of  these  platform  sheds,  located 
between  tracks  spaced  24  ft.  centres.  The  im- 
portant feature  of  the  design  is  the  prominence 
given  to  the  arrangements  for  allowing  tlie  linen 
and  bedding  to  be  jiroperly  aired  under  cover 
alongside  the  cars.  The  illustrations  show  racks 
provided  for  this  purpose  in  every  other  opening 
of  the  shed,  and  tliere  is  a  longitudinal  hanger- 
beam  under  the  louvred  ventilator  on  which 
Fig.  139.— Cross-section.  blankets,  rugs,  carpets,  etc.,  can  be  hung. 

The  principal  sizes  of  lumber  used  are  as  follows:  posts,  6  in.  X  6  in.;  plates,  4  in.  X  6  in.;  ties, 
4  in.  X  6  in.;  knee-braces,  4  in.  X  6  in.;  jack-rafters,  2  in.  X  4  in.;  roof,  i-in.  boards  covered  with 
galvanized  corrugated  iron  ;   Icmgitiidinal  hanger,  2  in.   :<  8  in.;   brace  under  same,  2   in.  X  3  in.;  slats 


5° 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN    RAILROADS. 


of  rack,  2  in.  X  3  in.     The  louvre  is  built  of  posls,  3  in    :  .  3  in.;   Ijiaces,  2  in.  X  3   in.;  ridge-plate, 
3  in.  X  4  in.;  plates,  3  in.   X  4  in.;   louvre  slats,  \  in.;   and  frame,  i  in. 


Fn;.  i.(o, — LijNGiTUniN.M,  Skci'Ion. 

Piissengei-cai  Yard  at  Chicago,  III.,  Pennsylvania  Railroad. — 'I'lie  following  description  of  the 
passenger-car  yard  of  the  Pennsylvania  Railroad,  at  Chicago,  III.,  copied  from  the  issue  of  the  Rail- 
road Gazette  of  September  12,  1890,  will  pro\e  interesting  in  connection  with  the  sul)ject  of  car-sheds, 
as  showing  to  what  extent  on  large  railroad  systems  the  equiinnent  and  facilities  for  cleaning  passen- 
Sfer-cars  are  carried: 


A  neat  brick  building  has  been  erected  at  one  end  of  the  yard,  m  the  lower  story  of  which  storage-bat- 
teries are  cleaned  and  repaired,  and  various  stores  are  kept.  Above  these  rooms  are  offices  ;  the  tracks  are 
spaced  an  unusual  distance  apart.  The  tracks  are  all  laid  with  very  heavy  rails,  and  the  whole  yard  is 
floored  with  wood,  even  between  the  rails  of  each  track.  Just  outside  of  each  rail  the  flooring  is  composed 
of  two  heavy  planks  i  foot  wide.  Beyond  these  and  in  between  the  rails  the  flooring  is  composed  of  narrow 
strips  about  4  in.  wide,  spaced  about  i  or  |  in.  apart.  This  floor  is  not  laid  in  contact  with  the  earth  or 
ballast,  but  is  a  few  inches  above  it.  The  planks  are  all  laid  parallel  with  the  track.  The  whole  yard 
is  lighted  by  arc-lights  placed  upon  high  poles.  It  is  piped  with  water,  steam,  and  compressed  air;  the 
steam  and  compressed-air  pipes  are  placed  in  the  same  bo.xing,  which  is  located  but  a  short  distance  below 
the  floor.  The  water-pipes  are  located  at  a  depth  of  about  3  ft.  6  in.  Connections  to  the  cars  can  be  made 
between  each  pair  of  tracks,  and  at  intervals  equal  to  the  average  car  length.  The  steam  pipe  has  a  branch 
which  connects  with  the  upright  pipe  from  the  water-main,  and  by  regulating  the  water-  and  steam-valves 
anv  required  temperature  of  water  may  be  obtained  for  washing  the  cars.  The  lavatory  tanks  can  be  filled 
from  the  same  water-pipe,  the  steam  being  shut  ofl'. 

The  water  used  is  obtained  from  the  city  mains.  The  steam  is  taken  from  a  plant  which  has  been 
erected  for  that  purpose,  and  for  running  the  electric  lights  and  furnishing  compressed  air.  The  building 
in  which  this  apparatus  is  located  is  a  new  one,  and  has  been  erected  near  the  roiindhoiise.  In  one  end  of 
this  building  there  is  a  large  stationary  boiler  of  the  locomotive  type,  with  a  Belpaire  firebox,  and  in  the 
same  room  there  is  an  air-compressor,  which  maintains  the  required  pressure  of  air  on  the  pipes  throughout 
the  yard.  The  steam  used  in  the  vards  is  taken  directly  from  the  dome  of  this  boiler.  In  an  adjoining 
room  there  is  an  SoTI.P.  Hall  engine,  and  this  is  at  present  connected  to  a  30  light  ilynamo.  At  present  2S 
arc-lights  are  run. 


ASHFI2S.  S' 


CHAPTER  IX. 

ASHPITS. 

Ashpits  or  clinker-pits  are  required  along  the  main  line  of  a  railroad  and  at  terminal 
and  division  yards,  shop  and  roundhouse  systems,  to  allow  ashes  and  clinkers  collecting  in  the 
firebo.xes  of  engines  to  be  dumped,  and  also,  although  to  a  more  limited  extent,  to  facilitate 
the  e.xamination  and  oiling  of  the  engine  machinery  from  below  at  points  where  stops  arc 
made.  It  is  customary  to  jirohibit  the  dumping  of  ashes  on  the  track  along  the  line  of  the 
road,  and  the  cleaning  of  the  firebo.xes  at  special  ashpits  is  made  compulsory.  The  general 
design  of  ashpits  is  very  similar  to  that  of  an  engine-house  pit,  excepting  that  the  paving  and 
side  walls  must  be  protected  in  some  manner  from  the  deteriorating  influence  of  hot  ashes, 
and  proper  provision  should  be  made  for  the  economical  and  cjuick  disposal  of  the  ashes  as 
they  accumulate. 

The  location  of  ashpits  varies  according  to  whether  they  are  in  the  main  track,  or  on 
principal  sidings  along  the  line,  or  at  dii'ision  yards,  shop  or  roundhouse  systems.  When 
placed  in  a  main  track  the  pits  are  usually  short  and  located  near  stations,  water  tanks,  or 
coaling  platforms,  in  such  a  manner  that  the  ashes  can  be  quickly  tlunqied  while  the  engine 
stops  for  other  purposes,  and  thus  avoid  extra  delays.  At  large  coaling  .systems  for  coaling 
engines  preparatory  to  starting  out  on  the  road,  at  water  stations,  or  at  yard  or  shop  systems, 
ashpits  are  placed  so  as  to  be  readily  accessible  at  all  times  from  some  open  track.  These 
pits  are  made  much  longer  than  those  placed  in  main  tracks,  in  order  to  enable  a  number  of 
engines  to  use  the  pit  at  the  same  time.  Where  an  ashpit  is  located  in  a  main  track  it  is 
absolutely  essential  to  have  a  siding  alongside  for  use  as  an  ash-car  track,  to  allow  ashes  to  be 
loaded  on  cars  without  causing  detentions  to  main-line  trains. 

The  length  of  an  ashpit  varies  according  to  its  location,  as  outlined  above,  and  according 
to  the  relative  objections  that  may  e.xist  to  requiring  engines  to  wait  their  turn  to  use  the  ash- 
pit. The  quality  of  coal  has  also  an  inqjortant  bearing  on  the  (juestion,  as  inferior  grades  of 
coal  produce  a  much  larger  percentage  of  ash  and  clinkers,  and  hence  larger  pits  are  required. 
Where  a  large  number  of  engines  are  liable  to  require  the  use  of  an  ashpit  at  the  same  time, 
as,  for  instance,  at  the  close  of  a  day's  business,  or  preparatory  to  starting  out  a  number  of 
trains  in  close  succession,  due  provision  should  be  made  to  give  quick  dispatch  to  the  engines. 
The  width  of  the  pit  is  governed  by  the  gauge  of  the  track,  the  style  of  the  coping  on 
the  side  walls,  and  the  method  of  fastening  the  rails  to  the  coping.  As  a  rule,  however,  the 
width  of  the  pit  is  from  4  ft.  to  4  ft.  3  in.  in  the  clear,  being  narrower  on  main  tracks  than  on 


1^2  BUILDINGS  AND    STRUCTURES   Oh    AMERICAN   RAILROADS. 

side  tracks,  so  as  to  sjjive  nunc  stability  to  the  side  walls  wlierc  there  is  fast  running.  The 
extra  width  of  the  pit  is  valuable,  not  only  to  gain  storage  room,  but  also  to  facilitate  working 
under  the  engine  in  oiling  and  making  light  repairs. 

The  depths  of  pits  vary  considerably,  but  we  can  distinguish  between  two  systems  in  use, 
namely,  shallow  pits  and  deep  pits.  Shallow  pits  are  made  from  14  to  iG  in.  deep  below  the 
top  of  rail,  while  deep  pits  arc  from  3  ft.  to  4  ft.  deep  below  the  top  of  rail.  Shallow  pits 
should  only  be  used  where  sufficient  help  is  always  on  hand  to  remove  the  ashes  prompth-. 
If  this  is  not  the  case,  the  length  must  be  increased.  Shallow  pits  are  preferable  in  main 
tracks.  Deep  pits  afford  better  storage  and  facilitate  working  under  the  engine.  There  are 
other  questions  dependent  on  local  circumstances  that  may  influence  the  depth  of  an  ashpit. 

It  is  desirable  to  have  a  water  connection  near  the  ashpit  to  allow  the  ashes  to  be  cooled 
with  water,  so  as  to  reduce  their  deteriorating  effect  on  the  pit  and  to  allow  the  pit  to  be 
cleaneil  out  sooner.  While  in  one  sense  it  is  detrimental  to  play  large  streams  of  water  on 
the  masonry  and  paving  in  the  pit,  it  is  probably  better  to  kill  the  fire  prompt!}-  than  to  allow 
the  heat  to  thoroughly  penetrate  the  masonrj-. 

The  ends  of  the  pits  are  generally  built  square.  Steps  or  inclines  can  be  introduced, 
where  pits  are  deep,  to  facilitate  getting  into  them  or  wheeling  material  out  endways.  This 
feature  has,  however,  never  been  considered  of  sufficient  importance  in  this  country  to  war- 
rant its  adoption. 

An  ashpit  located  on  a  special  track  should  be  connected  at  both  ends  with  open  tracks, 
so  that  engines  can  leave  the  pit  without  interfering  with  other  engines  back  of  them.  Where 
feasible,  there  should  be  a  special  dejsressed  ash-car  track  alongside  of  an  ashpit,  so  as  to  bring 
the  car  floor  ncarl}'  on  a  level  with  the  ashpit  track.  This  siiling  should  be  close  enough  to 
the  pit  to  allow  ashes  to  be  cast  from  the  pit  onto  the  car;  but,  on  the  other  hand,  there 
should  be  as  much  of  a  berm  as  possible  left  between  the  ash-car  siding  and  the  pit  to  serve 
for  depositing  ashes  in  case  ash-cars  are  temporarily  not  available. 

Further  general  distinguishing  features  of  ashpits  can  be  found  in  the  construction  of  the 
side  walls,  which  are  either  closed  or  open.  Ashpits  with  closed  sides  have  the  disad\'antage 
that  they  can  be  cleaned  only  when  the  track  is  clear,  while  pits  with  open  sides  can  obviously 
be  cleaned  at  all  times,  the  ashes  being  cither  cast  or  drawn  out  between  the  iron  rail-chairs, 
which  is  quite  an  essential  feature  where  an  ashpit  is  located  on  a  much-ti-avelled  track. 

In  designing  an  ashpit  the  distinctive  features  to  be  considered  are  foundations,  side  walls, 
coping  (5f  side  \\alls,  rail-fastenings,  pa\'ing,  drainage,  and  the  protection  of  the  side  \\alls  and 
paving  from  the  heat. 

In  building  the  foundations  the  usual  rules  for  that  class  of  work  arc  folknx-eii,  especial 
care  being  paid  to  give  good  foundations,  particularly  where  rail-chairs  are  used,  as  the  heav\' 
concentrated  loads  on  the  chairs  and  the  vibrator}-  effects  of  rapidly  passing  trains,  in  addi- 
tion to  the  deteriorating  action  of  the  heat  and  water,  will  soon  destro}-  inferior  work.  The 
materials  in  general  use  for  foundations  are  concrete,  stone  rubble  work,  or  stone  paving 
grouted  with  cement. 

The  side  walls  are  usually  built  of  stone  or  Iiard  brick,  from  18  in.  to  24  in.  thick,  laid  in 
cement  mortar.  It  is  desirable  not  to  have  too  thin  a  wall,  and  all  the  materials  should  be  of 
the  best  make  possible,  for  sin-ii!ar  reasons  to  those  just  recited  for  foundation  work. 


ASHPITS. 


53 


The  coping  of  the  side  walls  is  maile  of  large  stones,  timber  stringers,  or  iron  plates. 
Where  coping-stones  extend  over  the  full  w  itlth  of  the  wall,  it  is  not  necessary  to  anclior  them 
to  the  side  walls  below  them  ;  luit  where  the  stones  are  small  they  shoidd  be  anchored  to  tlie 
wall  and  tied  together  with  iron  clamps.  Timber  cojiing  should  be  fastened  to  the  wall  under 
it  about  every  5  or  6  ft.  with  iron  anchor-bolts.  Where  wrought-  or  cast-iron  coping-plates 
are  used,  special  coping-stones  are  not  required.  The  coping  should  always  be  properly 
secured  in  place,  so  as  to  prevent  the  rails  spreading.  In  some  designs  transverse  walls  are 
provided  at  intervals  to  tie  the  side  walls  together,  or  irim  tie-rods  and  braces  are  used  in 
place  of  transverse  walls. 

The  rail-fastenings  vary  according  to  the  kind  of  coping  used  on  the  side  walls.  On  tim- 
ber coping  the  rails  are  either  fastened  in  the  usual  manner  with  track-spikes  wMth  reversed 
lieads  (bridge-spikes\  or  with  screw-spikes,  or  the  r.iil  is  riveted  to  a  wrought-iron  plate,  which 
plate  is  fastened  to  the  timber  coping  about  every  5  ft.  with  bolts  or  dowels,  as  shown  in  Figs. 
144  and  145.  Where  a  cast-  or  wrought-iron  pLitc  is  used  as  coping,  covering  the  top  w.dl 
entirely,  the  rail  is  fastened  to  it  by  means  of  screw-bolts  and  small  clips.  Where  stone 
coping  is  used  the  rails  can  be  fastened  by  ordinary  track-spikes  driven  into  wooden  dowels, 
about  2  in.  in  diameter,  bedded  in  holes  drilled  in  the  stone.  Another  form  of  connection  to 
stone  coping  is  b\'  rag-bolts  or  split-bolts  with  keys,  set  with  cement,  lead,  or  sulphur  in  holes 
drilled  in  the  coping,  the  rail  flange  being  caught  by  an  appropriate  clip,  as  shown  in  Fig.  141. 
^Vnotlier  method,  shown  in  Fig.  142,  is  to  use  regular  bed-plates  or  clip-plates  under  the  rail, 
spaced  at  intervals  of  3  to  4  ft.,  and  properly  fastened  to  the  stone  coping  with  rag-bolts  or  split- 
bolts,  as  above  described.  Where  iron  rail-chairs 
are  used  as  rail  sujiports  and  fasteners,  they  are 
either  small  cast-iron  chairs,  about  8  in.  high, 
bedded  in  the  side  walls  and  spaced  about  4  ft. 
apart,  as  shown  in  Figs.  153  and  154,  or  large 
cast-iron  chairs  spaced  aboLit  3  to  4  ft.  apart,  the 
side  walls  being  either  walled  up  betxyeen  the 
chairs,  as  shown  in   Figs.    148  and    149,  or  left  open,  as  shown  in  Figs.  150  to  152. 

The  paving  usually  consists  of  brick  or  stone,  although  concrete  is  sometimes  employed. 
The  material  under  the  paving  should  be  carefull)-  tamped  and  consolidated,  and  a  sublajer 
of  concrete  under  the  brick  or  stone  paving  is  to  be  recommended.  Firebrick  pavement  resists 
the  lieat  better  than  common  hard  brick,  but  it  is  soon  worn  out  by  the  shovelling  and  from 
men  working  on  it.  Some  roads,  therefore,  prefer  to  use  common  hard  brick,  which  is  easily 
and  cheaply  replaced  when  necessary.  Stone  flagging,  unless  \%'ell  bedded,  is  easily  broken, 
and,  therefore,  not  desirable.  Ordinary  rough  stone  paving,  such  as  is  generally  used  under 
box  culverts  on  railroads,  is  too  rough  for  shovelling,  if  the  bottom  of  pit  is  to  be  kept  clean. 
City  paving-blocks  are  generally  too  expensive,  and  do  not  present  a  much  better  surface  to 
shovel  on  than  ordinary  paving-stones.  A  concrete  bottom  will  soon  disintegrate  on  the 
surface,  and,  once  started,  will  grow  rapidlj-  worse.  A  pavement  of  common  hard  brick,  set 
on  edge,  and  laid  on  a  good  foundation  or  in  a  bed  of  concrete,  will  prove  most  desirable  in 
the  long-run. 

To  secure  proper  drainage  of  the  [jit,  the  paving  is  dished  transversely  and  pitchetl  longi- 


FiG.  141. — Cross-skction 
OF  Rail  kastening. 


Fig.  T42. — PF.Rsi'EcrivE 

OF    Rail- FASTENING. 


54  BUILDINGS   AND    STRUCTURES   OF  AMERICAN   RAILROADS. 

tudinall)',  the  !_;rai!e  being  arranged,  according  to  tlic  length  of  the  pit,  so  as  to  drain  toward 
one  end  of  the  pit,  or  from  each  end  toward  the  centre,  or  from  tlie  centre  toward  tlie  ends, 
Qr  toward  several  points.  The  transverse  dishing  of  the  paving  is  usually  in  the  form  of  a 
general  depression,  about  2  in.  deep,  from  the  sides  toward  the  centre  of  the  pit.  Another 
method  is  to  make  the  bottom  straight  transversely  with  a  pitch  toward  one  of  the  side  walls, 
forming  a  gutter  along  the  side  wall ;  or  the  paving  is  built  highest  at  the  centre  of  the  pit 
and  pitches  down  to'A'ard  each  side  wall,  forming  a  gutter  along  each  side  wall.  The  dishing 
of  the  paving  toward  the  side  walls  has  the  advantage  of  keeping  the  centre  of  the  pit  dry, 
but  it  has  the  objectionable  feature  of  throwing  the  water  against  the  side  walls.  The  .system 
of  malring  the  gutter  at  the  centre  of  the  pit  is  to  be  recommended,  provided  the  dishing  and 
curvatme  are  not  made  so  heavy  as  to  impede  shovelling.  The  longitudinal  gradient  of  the 
paving  must  be  su'flcient  to  secure  proper  drainage  lengthwise  of  the  pit,  and  siiould  be  not 
less  than  i  ft.  in  lOO  ft.  for  brick  pavement  and  more  for  rough  stone  paving.  Large  and 
wcU-dcsigncd  sink-holes  or  catch-basins  should  be  built  either  in.side  or  outside  of  the  pit, 
preferably  the  latter,  as  they  can  then  be  larger,  and  covered  up  in  such  a  way  as  to  be  read- 
ily opened  and  cleaned  out.  Iron  gratings  at  all  drain-holes  are  essential  so  as  to  prevent,  so 
far  as  possible,  dirt  and  aslies  carried  along  by  the  water  from  clogging  up  the  drains.  The 
drain  leading  from  the  catch-basin  away  fiom  the  pit  should  be  large,  especially  where  a  good 
fall  is  not  obtainable.  It  can  either  be  an  open  ditch,  a  box  culvert,  a  brick  sewer,  or  a  pipe 
drain.  The  cost  of  an  iron  pipe,  6  to  lo  ui,  diameter,  is  from  75  cents  to  $1.25  per  foot  run  ; 
\-itrificd  pipe  will  only  cost  about  one  half  as  murh  as  iron  pij:>e;  and  a  stone  bo.x-draiii,  large 
enough  to  allow  a  man  to  enter  it  for  cleaning  it  out.  will  cost  from  $2  to  $2.50  per  foot  run. 
Where  the  length  of  the  drain  is  short  and  the  fall  limited,  a  box-drain  will  prove  the  most 
advantageous. 

The  protection  of  the  side  walls  from  the  deteriorating  action  of  the  heat  is  usually 
obtained  by  a  facing  of  firebrick,  or  of  cast-iron  or  wrought  iron  plates.  Where  an  irun  facing 
is  employed,  an  air-space  is  left  between  the  iron  and  the  face  of  the  side  wall,  which  is  a  very 
important  element  of  the  design.  A  cast-iron  facing  of  the  proper  thickness  will  outlast  any 
other  material,  but  it  is  liable  to  crack  under  the  sudden  changes  of  temperature,  in  addition 
to  the  shock  from  the  jarring  of  passing  engines.  Wrought-iron  wears  or  rusts  more  quickl}- 
than  cast-iron,  especially  when  exposed  to  the  combined  attacks  of  heat  and  water.  A  fire- 
brick facing,  if  well  laid  in  fire-clay  and  built  so  as  not  to  receive  the  wejght  and  jars  of  the 
moving  load  to  an  appreciable  degree,  will  give  good  service.  Firebricks  are  easily  damaged, 
however,  by  contact  with  shovels  and  other  tools,  and  frequent  repairs  and  the  subsequent 
renewal  of  the  facing  would  be  eventually  necessary.  Where  firebrick  are  not  a\'ailable  oi-: 
too  co.stly,  a  facing  of  common  hart!  brick  will  prove  a  cheap  and  efificient  substitute  for  the 
firebrick,  ii  built  so  as  to  allow  renewals  without  tearing  down  the  entire  siilc  wall.  Ordinary 
stone  or  brick  walls  are  doomed  to  destruction  in  a  comparatively  short  time.  If  built,  how- 
ever, of  first-class  masonry,  composed  of  large  through  stones,  well  jointed  and  bedded,  and 
of  a  good  heat-resisting  quality,  excellent  results  can  be  expected. 

Thus  far  reference  has  onlj'lDeen  made  to  stone  or  brick  ashpits,  or  pits  with  large  cast- 
iron  chairs  sup[)orting  the  rails.  All  iron  pits  do  not  seem  to  have  found  favor  in  this  coun- 
try, altliough,  under  certain  conditions,  they  have  advantages  over  others  that  should  not  be 


ASHPITS. 


55 


-'1^1 


Fig.  143. — Cross-section. 


disregarded.  This  i.s  paiticnlarly  the  case  with  the  L;encra!  style  of  a  proposed  wrought-iron 
pit,  shown  in  Fig.  143,  which  is  practically  a  shallow  wrought-iron  pan  or  trough  hung  between 
timber  track-stringers  and  resting  at  the  centre  on  ordinary  cross-ties  under  the  stringers.  If 
provided  with  iron  guard-rails  and  safety  points,  or  some 
rerailing  device  at  each  end  of  the  [lit,  this  arrangement 
can  be  considered  as  the  \'er)'  best  foi'  use  in  a  main  track 
at  stations,  water  tanks,  or  coaling  platforms,  where  trains 
stop  .1  few  minutes  and  it  is  desirable  to  dump  a  limited 
amnuiit  i)f  ashes.  Owing  to  the  small  weight  of  such  a  pit  and  tlie  praet  icahilit)-  ol  ili\iding 
il  inti)  sliiiit  sections  which  aie  easil)'  handled,  it  is  especial!)'  adapleil  for  use  on  tem|)oi'ary 
woik  in  the  construction  of  a  road,  or  until  the  permanent  location  of  the  ashpit  in  connection 
with  the  development  of  a  yard  or  shop  sj'stem  is  determined.  Such  pits  are  also  ad\aiila- 
geous  where  the  foundation  is  very  soft  or  very  deep,  requiring  expensive  piling  or  ollur 
methods  for  suppoiinig  a  heavy  brick  or  stone  w.iU.  Tile  iron  trough  rests  on  the  usual  cross- 
ties  placed  uniler  a  special  set  of  track-stringers,  requiring,  therefore,  no  extra  foumlation 
work.      In  case  of  a  settlement  in  the  track,  the  pit  can  follow  without  serious  damage. 

A  step  in  the  direction  toward  iron  ashpits  has  been  made  in  the  cinder-loading  plant  of 
the  Cincinnati,  Washington  &  Baltimore  Railroad,  where  the  ashes  and  cinders  are  caught  in 
iron  drop-bottom  buck-ets  set  into  an  ordinary  stone  or  brick  ashpit.  When  the  track  is  clear, 
the  buckets  are  hoisted  out  of  the  pit  by  means  of  a  derrick,  swung  sidewa\'s,  and  emptied  on 
ash-cars. 

As  a  final  method  of  comparing  the  different  styles  of  ashpits,  an  effort  lias  been  made 
toward  estimating  the  comparative  cost  of  the  different  designs  per  foot  run  of  pit,  assuming 
the  foundation  depth  to  be  about  5  ft.  below  the  top  of  rail,  with  the  following  results:  Ordi- 
nary brick  or  stone  wall,  with  stone  coping  and  rails  fastened  with  spikes  in  wooden  dowels, 
$5  ;  same,  with  rails  fastened  with  rag-bolts,  $5.25  ;  same,  with  rails  fastened  with  iron  bearing- 
plates,  $5.50;  ordinary  brick  or  stone  wall,  with  small  cast-iron  chairs  l^iiilt  into  the  walls  or 
set  on  top  of  wall,  $6;  ordinar}'  brick  or  stone  wall  with  tiriiber  coping  and  rail  fastened  to 
wrought-iron  plate  over  the  timber,  $6.25  ;  ordinary  brick  or  stone  wall  with  cast-iron  or 
wrought-iron  covering  ovei'  top  of  wall,  $6.75;  ordinar)-  Ijiick  or  stone  wall  with  large  cast- 
iron  i-.iil-chairs,  filled  in  between  the  ciirurs  with  stone  or  brick  work,  $9.25;  ordinaiy  brick  or 
stone  w.dl  with  large  cast-iron  r.iil  chairs  and  cast-iron  ties  acioss  the  bottom  of  pit  connect- 
ing the  rail-chairs,  the  side  walls  being  left  open  between  the  rail-chairs,  $10.75;  •'  shallow, 
all  wrougiit-iron  pit,  S^  to  §S  ;  a  deep,  all  wrought-iron  pit,  $9  to  $11.  For  a  llreproof  pro- 
tection of  the  side  walls,  adil  about  $1  to  the  above  prices.  If  the  bottom  of  the  i)it  is  made 
of  firebrick,  in  place  of  ordinary  paving,  add  §1  to  the  above  prices. 

As  a  rule,  the  cost  of  ashpits  with  unprotected  sides  and  bottoms  can  be  jilaced  at  about 
$5  to  §9  per  lineal  foot  run  of  pit.  If  the  sides  or  bottom  are  properly  protected  by  fire- 
brick or  iron  in  some  shape  or  other,  the  total  cost  can  be  estimated  at  from  $7  to  §11  per 
lineal  foot  run  of  pit.  If  the  foundations  are  not  unusually  expensive,  the  cost  of  ashpits,  as 
actually  used  on  American  railroads,  can  be  placed  at  from  $5  to  $12  [)er  lineal  foot  run  of  pit. 

Below  will  be  found  descriptions  and  illustrations  of  a  number  of  asiipits  and  details  of 
same  actuall}'  in  use. 


56 


BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS. 


Fig.  144. — Ckoss-section. 


Standard  Ashpit,  Atchison,  Topeka  <>■  Santa  Fc  Railroad.^ -'\:\\t  standard  design  for  ashpits  of  the 
Atchison,  Topeka  &  Santa  Fe  Railroad,  ilhistrated  in  Figs.  144  and  145,  prepared  from  data  furnished 

by  Mr.  J.  M.  Meade,  A.ssistant  Engineer,  A.,  T.  &  S.  F.  R.  R., 
,  shows  a  deep  ashpit  with  side  walls  of  common  brick,  jiro- 
tected  on   the  face  witli  firebrick,  and  coped  with  stone  faced 
with  firebrick.     The  rails  are  riveted  to  a  wrought-iron  plate 
resting  in    part    on   the  stone   coping  and 
projecting  over   the  firebrick   into   the  pit 
I  in.     The  standard  size  of  the  pit  is  30  ft. 
long  in    the    clear   imder  ordinary  circum- 
stances,   4    ft.    2?,     in.    wide    in    the    clear 
Fig.    145. — Ckoss-    between  side  walls,  4  ft.  1    in.   wide   in   the 
sKCTioN  OF  R.\iL    clear    at    the    top    between    the    projecting 
K.\STiLNiNG.  edges  of  the  wrought-irOn  ]il,ales  under  the 

rails,  and  about  3  ft.  9  in.  deep  below  the  tui)  of  rail.  The  foundation  of  the  side  walls  and  the 
larger  ])ortion  of  the  liottom  of  the  pit  consist  of  ordinary  stone  paving  grouted  with  cement.  The 
side  walls  are  18  in.  thick,  built  of  common  brick,  coped  with  stone,  and  faced  all  the  way  nj)  with 
firebrick.  In  the  liottom  of  the  pit  there  are  three  rows  of  firebrick  set  on  edge  along  each  side 
wall  and  end  wall.  The  iron  foot-plate  riveted  to  the  rail  is  |  in.  X  12  in.,  and  is  anchored  to  the 
stone  coping  with  i-in.  anchor-bolts  every  5  ft.  The  rivets  are  spaced  18  in.  centres.  The  fire- 
brick facing  is  held  to  the  stone  coping  by  3^^-in.  iron  bolts  set  in  the  joints.  'I'he  floor  of  the  jiit  is 
straight  transversely,  pitching  towards  one  side  wall,  thus  forming  a  gutter  along  the  latter.  The 
drainage  longitudinally  is  carried  from  the  centre  of  the  pit  towards  the  ends,  where  drain-holes 
connecting  with  proper  drains  are  provided. 

The  approximate  cost  of  this  style  of  pit  will  range,  exclusive  of  difficult  foundations,  from 
about  $7  to  $8.50  per  lineal  foot.  The  protection  of  the  side  walls  with  firebrick  is  commendable, 
but  the  wrought-iron  plate  under  the  rail  is  not  stiff  enough  to  prevent  the  transmission  of  a  consid- 
erable part  of  the  weight  of  the  moving  load  to  the  firebrick  facing.  The  straight  bottom  and  the 
drain  along  one  side  wall  is  advantageous  for  shovelling  and  keeping  the  jiit  dry,  but  will  let  consider- 
able moisture  into  the  side  wall. 

Ashpit  at  Heron,  Mont.,  Northern  Pacific  Railroad. — The  ashpit  at  Heron,  Mont.,  on  the  Northern 
Pacific  Railroad,  shown  in  Figs.  146  and  147,  is  a  deep  pit,  84  ft.  long  in  the  clear.     The  width  between 

the  side  walls  is  4  ft.  in  the  clear,  the  depth  about  3  ft.  6  in. 
from  top  of  rail.     The  side-wall  foundations  are  of  concrete, 
2  ft.  wide  and  about  i  ft.  thick.      The  side  walls  are  built  of 
common  brick,  17  in.  thick.     The  coping  timbers  or  stringers 
under  the  rails  are  8-in.  X  12-in.  white  pine,  anchored   to  the 
wall  every  6  ft,  with  f-incb  liolts,  reaching  about  3  ft.  into  the 
brickwork.     The  rails  are  fastened  to 
the  timber  stringers  in  the  usual  manner 
with  ordinary  track-spikes   ha\  ing  re- 
versed heads.     The   sides  of  the  pit 
are  protected  by  cast-iron  plates,  \  in. 


Fig.  146. — Cross-section. 


Fig.   147. — Perspective 
OF  Side  Plates. 


thick,  18  in.  wide,  and  about  3  ft.  4  in.  long,  which  are  Ining  on  the  timber  stringer  by  a  3-in.  top 
flange  and  fastened  to  same  with  i-in.  spikes.  The  bottom  of  these  plates  is  set  into  the  paving  of 
the  pit  in  such  a  way  as  to  leave  a  i-in.  air-space  between  the  back  of  the  casting  and  the  face  of  the 
side  wall.  The  bottom  of  the  pit  is  paved  with  common  hard  brick,  set  on  edge  and  bedded  in  an 
8-in.  layer  of  concrete.  The  paving  is  dished  transversely  so  as  to  form  a  gutter,  2  in.  deep,  at  the 
centre  of  the  pit.  The  longitudinal  drainage  is  accomplished  by  giving  the  bottom  of  the  pit  a 
gradient  from  each  end  towards  the  centre  of  the  pit,  where  a  drain-hole  through  one  of  tlie  side 
walls  empties  into  a  catch-basin,  which  is  covered  and  is  readily  accessible  for  cleaning. 

The  cost  of  this  style  of  ashpit  will  vary  from  $8.75  to  $9.75   per  lineal  foot.     The  drainage  of 
this  pit  and  the  cast-iron  plate  protection  of  the  side  walls  are  good  features,  but  the  unprotected 


ASHPITS. 


57 


timber  stringers  under  the  rails  arc  liable  to  rci|uiie  freiiuent  renewals.  If  a  coijiny;  of  large,  well- 
jointed  stones  with  a  proper  rail-fastening  were  substituted  for  the  tind)er  stringers,  this  design  could 
be  well  recommended  for  deep  pits.  In  sections  of  the  country  where  stone  is  cliea[),  the  brick  side 
walls  could  be  replaced  by  stone  ones,  built  slightly  wider,  in  whii  h  lase  this  design,  with  the  sug- 
gested modilications,  would  be  worthy  of  consideration  as  a  good  deep  pit  standard  for  ])ermanent 
work. 

Ashpit  at  Packciton,  Pa.,  Lehigh  Valley  Railroad. — The  ash])it  of  the  Lehigh  Valley  Railroad,  built 
^nnection  with  the  yard  and  roundhouse  system  at  Packerton,  Pa.,  shown  in   Figs.  148  and   149, 


in  com 


Fig.  148.— Cross-sf.ction. 


Fig.  i.)g.  —  Perspective  of  Rail-chair. 


designed  by  Mr.  J.  I.  Kinsey,  Master  Mechanic,  I,  V.  R.  R.,  is  a  shallow  pit  wii'.i  stone  side  walls, 
coped  with  large  stone  and  protected  along  tlie  inner  face  with  firebrick.  The  rails  are  supi)orted  on 
hirge  cast-iron  rail-chairs,  well  bedded,  and  reaching  down  into  the  side  walls  below  ihe  bottom  of  the 
|iit.  The  length  of  the  i)it  is  240  ft.,  the  width  4  ft.  li  in.  in  the  clear  between  the  side  walls,  and 
the  depth  i  ft.  2J  in.  below  top  of  rail.  The  side  walls  and  their  foundations  are  ordinary  rubljle 
masonry.  The  walls  are  2  ft.  thick  ;  the  coping-stones  are  16  in.  wide.  The  firebrick  facing  is  8  in. 
thick,  and  extends  from  the  bottom  of  the  |iii  to  within  i  in.  of  the  base  of  the  rail.  The  rail-chairs 
are  spaced  5  ft.  centres  along  each  rail.  The  base-plates  of  these  chairs  are  24  in.  X  18  in.,  and  are 
set  19  in.  below  the  toj)  of  rail.  The  space  between  the  two  u]5right  ribs  of  each  rail-chair  is  filled 
with  firebrick  on  the  face  and  backed  with  ordinary  ruljble  masonry,  so  that  the  only  iron  along  llie 
face  of  the  pit  directly  e.xjjosed  to  heat  is  the  outside  edge  of  the  ribs  mentioned.  The  rail  is  held 
in  the  chair  by  a  clip  and  screw-bolts,  as  shown.  The  paving  consists  of  firebrick  set  on  edge  and 
bedded  on  a  light  layer  of  concrete.  The  bottom  is  concave  transversely,  the  centre  being  about 
2  in.  lower  than  the  sides.  The  ashpit  track  has  a  gradient  of  about  30  ft.  to  the  mile,  and  the  rail 
chairs  had  to  be  set  accordingly.  The  drainage  of  the  pit  follows  the  down-grade  of  the  track,  but 
the  fall  is  made  slightly  steeper.  At  the  low  end  of  the  pit  the  water  passes  through  a  drain-hole  in 
one  of  the  side  walls  into  a  large,  well-designed  catch-basin,  from  which  a  stone  bo.\-drain  leads  to 
the  low  ground  in  the  neighborhood. 

The  cost  of  this  style  of  ashpit  is  from  $9.75  to  $11.25  P^'r  lineal  foot.  Though  costly,  this 
design  possesses  a  number  of  good  features  for  a  shallow  \i\\.  where  ])ermanency  and  a  solid  and 
lasting  bedding  for  the  rails  is  desired.  Owing  to  the  comparatively  wide  spacing  of  the  chairs  under 
each  rail,  it  is  essential  that  the  masonry  be  well  built  under  the  chairs.  Practical  experience  in  this 
instance  proves  that  the  firebrick  facing  of  the  sides  of  the  [lit  stands  fairly  well,  probably  owing  to 
its  thickness,  and  also  to  the  fact  that  it  carries  none  of  the  weight  of  the  moving  load.  The  fire- 
brick paving  was  not  a  success,  however,  as  it  gave  out  very  soon,  owing  to  walking  and  wt)rking  on 
top  of  it,  so  that  it  would  be  more  economical  to  have  used  common  hard  brick.  'With  certain 
modifications,  therefore,  this  st\le  of  ashpit  embodies  the  general  features  to  be  observed  in  a 
standard  shallow  ashpit. 

Ashpit  at  Aurora,  III.,  Chicay^o.  niirliiii^toii  iS-  Qiiiiuy  Railroad.  -  The  style  of  ashjiit  in  use  at 
.Aurora,  111.,  and  at  other  points  on  the  CJhicago,  J'.iirlington  iV  (^iiincy  Railroad,  shown  in  Figs.  150  to 
152,  designed  by  Mr.  William  Forsyth,  Mechanical  Kngineer,  C,  B.  &  Q.  R.  R.,  is  a  shallow  [>it  without 


s« 


BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS. 


side  walls  above  the  bottom  of  the  pit,  the  rails  resting  on  large  cast-iron  rail-chairs,  the  space  under 
the  rails  between  the  chairs  being  left  open.  At  large  roundhouse  and  shop  systems  the  length  of 
the  pit  is  made  200  ft.,  and  at  some  points  on  the  line  two  or  three  pits  of  that  length  are  required, 
where  there  are  a  large  number  of  engines  to  be  provided  for,  which  burn  a  low  grade  of  coal  pro- 


^^ 


Fig.  150. — Cross-section. 


Fig.  151. — Elevation. 


Fig.  152. — Perspective  of  Rail-chair. 


ducing  a  large  percentage  of  ash  and  clinkers.  The  pit  is  about  4  ft.  3  in.  wide  at  the  top  of  the 
rail-chair  and  about  3  ft.  6  in.  wide  at  the  bottom  ;  the  depth  is  16I  in.  below  the  top  of  rail.  The 
foundations  and  side  walls  up  to  about  7  in.  below  the  floor  level  of  the  pit  are  of  ordinary  stone- 
work, over  which  there  is  concrete.  Each  side  wall  is  coped  with  two  longitudinal  oak  stringers, 
each  6  in.  X  10  in.  The  iron  rail-chairs  are  set  on  these  timbers,  the  top  of  tlie  bed-plate  of  the 
chairs  being  flush  with  the  floor  level  of  the  pit.  The  chairs  being  spaced  3  ft.  centres  and  the  base 
being  2  ft.  long,  i  ft.  of  the  timber  stringers  lietween  the  chairs  has  to  be  protected  by  wrought-iron 
plates.  The  greatest  peculiarity  of  this  design  is  the  use  of  the  large  cast-iron  rail-chairs,  set  in  pairs 
opposite  each  other,  the  bed-plates  being  connected  by  a  channel-shaped  tie  across  the  floor  of  the 
pit,  the  whole  being  cast  in  one  piece.  The  top  of  this  tie  is  flush  with  the  top  of  the  bed-plates,  and 
hence  even  with  the  floor  level  of  the  pit.  The  rails  are  held  in  the  chairs  by  clips  and  screw-bolts, 
as  shown.  The  pit  being  open  on  both  sides  and  the  floor  level,  the  drainage  takes  place  sideways, 
provided  the  ground  slopes  away  from  the  pit,  or  proper  ditches  or  drains  are  constructed  outside  of 
the  pit. 

The  cost  of  this  style  of  ashpit,  or  clinker-pit,  as  it  is  called  on  the  C,  B.  &  Q.,  is  from  $10  to 
$11  |jer  lineal  foot,  exclusive  of  unusual  foundations.  Mr.  Wm.  Forsyth  states  that  this  style  of  pit 
is  gi\ing  very  good  satisfaction  on  tracks  where  there  are  no  fast  trains  run.  Without  a  doubt  this 
design  offers  great  advantages  in  not  having  side  walls  e.xposed  to  the  heat,  in  having  all  iron-work 
subjected  to  the  action  of  the  heat  visible  and  open  for  inspection,  and  esi)ecially  in  being  able  to 
clean  the  \n\.  from  the  sides  even  when  engines  are  occupying  the  track. 

Ashpit,  Kansas  City,  St.  Joseph  ^^  Council  Bluffs  Railroad. —  From  information  kindK  furnished 
liy  Mr.  F.  A.  Chase,  M.  M.,  the  Kansas  City,  St.  Joseph  &  Council  Bluffs  Railroad  uses  a  similar 
style  of  ashpit  to  that  just  described  of  the  Chicago,  Burlington  &  Quincy  Railroad  at  Aurora,  111. 
The  principal  difference  consists  in  the  side  walls  or  foundations  of  the  rail-chairs,  which  are  built  of 
brick  throughout  up  to  the  level  of  the  bottom  of  the  pit,  so  that  no  timber  stringers  are  required. 

Rail-ihair,  .Savannah,  Florida  i5r=  Western  Railroad. — Figs.  153  and  154  show  a  form  of   rail-chair 

used  in  engine-  house  pits  and  ashpits  on  the  Sa- 
vannah, Florida  &  Western  Railroad,  prepared 
from  data  kindly  furnished  by  Mr.  W.  B.  W. 
Howe,  Jr.,  Chief  Engineer.  This  chair  is  about 
8  in.  high,  and  is  built  into  the  brick  or  stone 
side  walls  at  intervals  of  about  4  ft.  The  base 
is  about  8  in.  X  12  in.,  and  the  thickness  of 
the  ribs  about  J  in.  The  rail  is  fastened  to 
the  chairs  with  screw-bolts.  Tlie  weight  of  one  chair  is  about  40  lbs.  This  design  is  presented  as 
illustrating  a  method  in  actual  use  for  bedding  rails  on  top  of  side  walls  of  pits,  but  it  does  not  ofter 
any  distinctively  commendable  features. 


Fig.  154. — Elevation. 


ASHPITS.  59 

Ashpit,  Lehigh  &"  Susc/iithanna  Railroal. — In  Figs.  155  and  156  is  shown  a  style  of  ashpit  in  use  on 
the  Lehigh  &  Sus(iiiehanna  Railroad,  near  \\'aInutport,  I'a.,  having  ordinary  rubble  masonry  walls 
covered  with  cast-iron  channel-shaped  coping-plates,  to  which  tlie  rails  are  fastened  with  screw-bolts 
and  appropriate  clips.  The  length  of  this  pit  is  about  30  ft.,  with  a  cross  wall  connecting  the  side 
walls  at  the  centre  of  the  pit  to  prevent  the  side  walls  from  bulging,  as  the  pit  is  built  in  the  main 
track.     The  cost  of  this  style  of  pit  is  about  $6  per  lineal  foot. 


Fig.  155. — PERsrECTivE.  Fig.  156. — Cross-section  of  Rail-fastening. 

Ashpit  Cinder-lfladiiig  Plant,  Cincinnati,  Washington  &=  Baltimore  Railroad. — In  connection  with 
ashpits,  a  noteworthy  labor-saving  device  for  handling  ashes  at  ashpits  has  been  designed  and  built  at 
t^hillicothe,  O.,  for  the  Cincinnati,  Washington  &  Baltimore  Railroad,  by  iMr.  Edward  Evans,  Master 
Mechanic.  According  to  the  Railroad  Gazette  of  June  6,  1890,  tlie  crane  is  located  between  the  aslipit 
track  and  another  track  where  a  gondola  car  is  kept  for  receiving  ashes,  wliich  are  raked  out  of  the 
ashpans  of  engines  directly  into  a  sheet-iron  box,  about  8  ft.  long,  and  in  width  the  same  as  the  dis- 
tance between  the  walls  of  the  pit.  This  box,  when  full,  is  lifted  by  the  crane,  and  after  being  swung 
round  so  as  to  be  over  the  gondola,  its  hinged  bottom  is  tripped  and  the  ashes  drop  into  the  car. 
The  lifting  chain  of  the  crane  passes  down  the  centre  of  the  mast  and  round  a  sheave  at  its  foot,  and 
can  be  either  operated  by  a  winch  or  attached  directly  to  an  engine.  The  saving  in  shovelling  is  ob- 
vious, and  when  a  track  can  be  reserved  for  cars  to  receive  the  ashes,  the  utility  of  the  design  is 
assured.  For  illustrations  and  further  data  see  the  issue  of  the  Railroad  Gazette  above  mentioned, 
and  the  issue  of  Engineering  Neivs  of  August  30,  1890. 

Ash-conveyor,  at  Port  Richmond,  Philadelphia,  Pa.,  Philadelphia  6^  Reading  Railroad. — Connected 
with  the  coaling  station  of  the  Philadeli)hia  &  Reading  Railroad  at  Port  Richmond,  Philadel])hia, 
Pa.,  there  is  an  inclined  ash-conveyor  built  on  the  trough-conveyor  system,  which  passes  below 
the  tracks  to  sunken  ashpits.  The  ashes  are  dumped  from  the  engines  into  the  sunken  pits  under 
the  track  and  thence  conveyed  by  conveyors  u]3  the  incline  to  a  large  elevated,  hojiper-shaped  steel 
pocket  at  the  head  of  the  incline,  whence  they  are  loaded  on  cars  to  be  hauled  away  and  dis- 
posed of  along  the  road  in  one  way  or  another.  This  coaling  station  with  ash-conveyor  is  illustrated 
and  described  in  the  issue  of  the  Railroad  Gazette  of  May  13,  1892. 


6o,  BUILDINGS   AND    STRUCTURES   OR  AMERICAN   RAILROADS. 


CHAPTER    X. 
ICE-HOUSES. 

Railroads  liavc  to  supply  ice  for  drinking  purposes  at  depots,  offices,  shops,  nnd  in 
passenger-cars,  arid  fur  preserving  perisliable  freight  while  it  is  in  transit  in  refrigerator  cars 
or  stored  in  freight-houses.  The  consumption  of  ice  on  raihoads  has  reached  such  propor 
tions  that  it  has  been  found  advantageous  to  build  special  ice  houses,  so  as  to  allow  the  rail- 
road company  to  have  control  of  its  ice  supply,  and  to  be  independent  of  local  ice  companies. 

These  houses  are  stocked  by  the  railroad  conipan)-  during  the  winter  season,  either  from 
convenient  sources  under  their  own  control,  and  with  their  own  men,  or  the  work  is  let  out  by 
contract.  Ice-houses  should  be  so  located  as  to  admit  of  a  track  being  run  alongside  of  them, 
in  order  to  reduce  the  cost  of  handling  the  ice  to  a  minimum.  Two  systems  have  been 
adopted  by  railroads  for  obtaining  their  ice  suppl\-.  One  is  to  locate  large  storage-houses  at 
lakes,  ponds,  or  rivers,  in  other  words,  atljacent  to  the  sources  of  the  supijh',  and  to  ship  ice 
daily  or  at  intervals  from  these  large  storage-houses  to  smaller  houses  along  the  line,  liom 
where  it  is  dealt  out  in  such  quantities  as  required.  In  the  other  system,  the  ice,  when  har- 
vested, is  immediately  loaded  on  cars  and  transferred,  while  the  weather  is  cold,  and  hence 
with  small  wastage,  to  large  storage-houses  at  important  stations  along  the  line,  where  con- 
siderable quantities  of  ice  are  used,  as  at  junction  or  terminal  stations,  or  where  passenger- 
trains  change  engines  and  cars  are  iced,  or  at  division  yards  where  refrigerator-cars  require 
icing  before  continuing  on  to  their  destination. 

Ice-coolers  of  passenger-trains  are  usually  iced  at  stations  where  engines  are  changed,  the 
work  being  done  b}'  car-inspectois  or  station  hands.  For  this  purpose  ice  is  generall}'  carried 
m  baskets  from  the  ice-house  to  the  station  building  before  the  arrival  of  trains.  Where  the 
ice-house  is  some  distance  from  the  station  building,  ice  is  brought  in  hampers  or  on  trucks, 
once  or  several  times  a  day,  to  a  spare  room  or  enclosure  at  the  station  building,  and  there 
washed,  cut  to  size,  and  held  ready  for  use.  Refrigerator-cars  are  icetl  in  the  same  w  ay  while 
III  route,  if  necessary.  Where  feasible,  however,  they  are  run  on  to  a  s[)ccial  siding,  as  near 
the  ice-house  as  possible,  with  a  trestling  or  elevated  platform  alongside  the  siding  at  about 
the  height  of  the  top  of  the  cars  connecting  with  the  ice-house  to  facilitate  the  handling  of 
tlie  ice  from  the  house  to  the  cars. 

Relative  to  the  quantit\-  of  ice  used  for  various  pur])oses,  it  is  impossible  to  give  data 
that  will  Iidkl  in  all  parts  of  the  countr_\-.  The  following  information  can  be  talcen  as  a  fair 
average  obtained  from  actual  observation  on  one  of  the  le.'^ding  Eastern  trunk-lines.  There 
are,  generally,  one  or  two  coolers  in   ever\'  passenger-car  or  Pullman   coach,  each  cooler  hold- 


ICE-HOUSES.  6 1 

ing  from  30  to  40  lbs.  of  ice.  This  anuninl  will  last  about  16  liouis  in  sninnui  ami  about  24 
hours  in  winter,  althour;]!.  if  the  cars  are  kept  will  heated  in  winter,  the  ice  will  melt  about 
as  fast  as  it  docs  in  summer.  Thus,  with  the  knowledge  of  the  number  of  regular  trains  run- 
ning on  a  road,  the  approximate  amount  of  ice  required  for  tlve  passenger  service  can  be 
ascertained.  Provision  should  be  made,  however,  for  irregular  and  summer  excursion  trains, 
which  latter  refjuire  fully  twice  as  much  ice  as  regular  trains.  The  quantity  of  ice  needed  for 
station  and  olTfice  use  is  determined  by  the  number  of  coolers.  Small  stations,  on  the  road 
referred  to  above,  receive  30  lbs.  of  ice  dail\-  in  summer,  while  large  stations  receive  from  75 
to  125  lbs.  The  amount  of  ice  required  at  shops  varies  according  to  the  number  of  men 
empIo}ed.  Probably  from  200  lbs.  to  1000  lbs.  dailj-  during  the  summer  months  will  answer, 
the  Litter  amount  being  ample  for  the  largest  shop  .system.  The  data  at  hand  relative  to  the 
ice  capacity  of  refrigerator-cars  varies  considerably.  According  to  the  kind  of  car  used  and 
the  service  expected  of  it,  one  charge  will  take  from  1000  to  4100  lbs.,  wiiich  charge  will  List 
from  2\  or  3  da}s  to  a  week.  Ice  melts  faster  in  cars  that  are  in  motion  than  when  they  are 
standing. 

When  estimating  the  probable  quantity  of  ice  to  be  stored,  due  allowance  should  be 
made  for  shrinkage  while  in  store.  The  loss  of  ice  by  shrinkage  in  the  brick  ice-house  of  the 
Lehigh  Valley  Railroad  at  Mauch  Chunk,  Pa.,  is  stated  to  be  10  per  cent  in  one  year,  and 
slightly  more  in  the  frame  ice-house  of  the  same  railroad  at  Phillipsburg,  N.  J.  The  shrink- 
age in  a  large  house  will  be  proportionate!)-  much  less  than  in  a  small  house,  as  the  shrinkage 
is  dependent  on  the  exposed  surface  of  the  ice,  which  does  not  increase  as  fast  as  the  cubical 
contents.  Due  regard  should  also  be  paid  to  the  possibility  of  a  short  crop  during  one  sea- 
son, wherever  the  railroad  company  harvests  its  own  ice  supply. 

The  nominal  capacity  of  an  ice-house  is  generally  taken  to  mean  the  capacity  up  to  the 
eaves.  V>y  stocking  the  ice  higher  up  under  the  roof,  working  from  the  gable  ends  or  doors 
cut  in  the  roof,  the  capacity  can  be  increased  10  per  cent,  or  even  more.  The  capacity  of  an 
ice-house  can  be  approximated  by  the  following  data.  Sea-water  weighs  64  lbs.  per  cubic 
ft.,  rain-water  62}^  lbs.,  while  pure  solid  ice  averages  58.7  lbs.  per  cubic  foot.  Using  the 
last  figure,  34  cubic  ft.  of  ice  arc  equivalent  to  a  ton  of  2000  lbs.  (the  ton  generally  referred 
to  in  railroad  work),  or  38]  cubic  ft.  of  ice  make  a  standard  ton  of  2240  lbs.  A  very  usual 
assumption  is,  however,  that  ice  weighs  60  lbs.  per  cubic  ft.,  which  gives  33/,  cubic  ft.  to  a 
short  ton,  and  n\  cubic  ft.  to  a  long  ton.  For  practical  purposes,  in  estimating  the  quantity 
of  stored  ice,  it  jj  correct  to  assume  36  cubic  ft.  per  short  ton  or  40  cubic  ft.  per  long  ton,  so 
as  to  make  due  allowance  for  the  voids  and  irregular  packing  of  the  cakes.  In  comparing, 
however,  the  rcportetl  ncmiinal  capacities  of  difTerent  ice-houses  with  their  actual  c.ibical  con- 
tent.s,  the  result  shows  40  cubic  ft.  per  short  ton,  and  45  cubic  ft.  per  long  ton.  In  some 
cases  even  larger  variations  are  obtained,  more  particularly  in  very  large  ice-houses,  where  the 
lost  space  .seems  to  be  proportionately  larger  than  in  smaller  hou.ses. 

The  class  of  Lniildings  used  for  ice-houses  are  cither  of  ;i  tenii)orary  nature  or  permanent 
and  substantial  structures,  the  size  and  kind  of  building  being  dependent  on  the  importance 
of  the  location  and  the  amount  of  ice  to  be  stored.  With  very  few  exceptions,  frame  buildings 
are  in  general  use,  which  allows  cheap  structures  to  be  built,  in  addition  to  the  advantage 
that  wood  is  a  very  good  non-conductor  of  heat.     The  essential  features  that  should  be  em- 


62  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

bodied  in  an  ice-house  design  to  insure  success  are  non-lieat-conducting  walls,  the  prevention 
of  air  penetrating  the  house  from  the  sides  and  bottom,  ample  ventilation  on  top  of  the  ice, 
good  drainage  at  the  bed,  and  proper  appliances  and  arrangements  for  handling  and  stocking 
the  ice  economically. 

To  make  the  walls  as  non-conductive  of  heat  as  possible  and  to  prevent  the  passage  of 
air  through  them,  an  air-space,  or  a  space  filled  with  sawdust,  shavings,  ashes,  or  some  non- 
heat-conducting  material,  is  introduced  in  the  walls.  Layers  of  building-paper  or  tarred  felting 
are  also  employed.  A  combination  of  several  of  these  methods  is  usually  the  rule.  Where 
an  air-space  is  used  provision  must  be  made  to  keep  the  air  pure  by  proper  openings 
affording  ventilation.  Where  the  walls  are  filled  in  with  sawdust  or  some  similar  material,  it 
is  very  essential  to  prevent  moisture,  as  far  as  possible,  from  penetrating  the  filling  material, 
not  onl)'  on  account  of  the  damaging  effect  of  the  filling  in  that  condition  on  the  life  of  the 
wood  in  contact  with  it,  but  also  owing  to  the  fact  that  the  presence  of  water  increases  the 
heat-conducting  qualities  of  the  filling  material.  Suitable  holes  under  the  eaves  of  the  build- 
ing, connecting  with  the  top  of  the  spaces  in  the  walls,  should  be  introduced,  so  as  to  afford 
an}'  moisture  that  may  have  penetrated  the  filling  a  chance  to  evaporate.  A  double  roof  is  a 
very  desirable  construction,  but,  as  a  rule,  the  only  protection  against  heat  penetrating  through 
the  roof  of  the  building  consists  of  planking  the  roof  rafters  on  top  and  bottom,  creating  an 
air  space  equal  to  the  thickness  of  the  rafters.  The  outside  of  the  building  should  be  painted 
some  light  color  or  whitewashed,  as  less  heat  of  the  sun  will  be  thus  absorbed.  Doors  and 
ventilator  openings  should  be  located  preferably  on  the  north  side  of  the  building,  wherever 
feasible.  Relative  to  the  methods  in  use  in  American  ice-houses  for  rendering  the  walls  non- 
conductive  of  heat,  it  can  be  said,  in  a  general  way,  that  the  width  of  the  air-spaces  or  open- 
ings in  the  walls,  to  be  filled  with  some  insulating  material,  are  too  small  to  give  the  best 
results,  and  that,  further,  the  insulation  of  the  roof  is  usually  very  imperfect. 

Good  ventilation  over  the  top  of  the  ice  is  essential  to  prevent  sweating  of  the  ice.  It 
must  not,  however,  be  created  by  a  current  of  air,  but  simply  be  sufficient  to  keep  the  air 
sweet,  as  it  is  called  in  ice-house  parlance,  or,  in  other  words,  pure  and  dry.  It  is  also  advan- 
tageous to  provide  small  board  windows  half-way  down  tlie  sides,  so  that,  when  the  level  of 
the  ice  in  the  house  gets  below  these  windows,  they  can  be  opened  during  cold  weather,  or  on 
cool  nights,  so  as  to  purify  the  body  of  air  at  the  lower  level,  the  openings  and  ventilators  in 
the  roof  not  affording,  as  a  rule,  sufficient  ventilation  when  the  ice  is  well  drawn  down.  The 
top  of  the  ice  is  kept  from  direct  contact  with  the  air  by  a  layer  of  sawdust,  salt  hay,  or  simi- 
lar material.  In  the  same  way  the  sides  of  the  ice  pile  are  kept  from  direct  contact  with  the 
walls  of  the  building. 

Pro])er  drainage  of  the  bed  on  which  the  ice  rests  is  very  important,  and  it  must  be  done 
in  such  a  way  as  not  to  allow  currents  of  warm  air  from  the  outside  of  the  liouse  to  penetrate 
the  bed  and  thus  come  in  contact  with  the  bottom  of  the  ice,  and  also  to  prevent  the  cold 
air  in  the  house  from  escaping  through  the  drain,  thereby  allowing  the  warm  air  at  the  top 
of  the  house  to  descend  nearer  to  the  bed.  This  can  be  accomplished  by  a  properly  con- 
structed water  seal  in  the  drain  pipe  or  culvert,  as  shown  in  Figs.  157  and  158. 

The  floor  in  an  ice-house  should  be  higher  than  the  surrounding  ground,  so  as  to  keep 
surface  water  out  of  the  bed,  and  also  to  decrease  the  possibility  of  the  warmth  of  the  earth 


ICE-HOUSES. 


63 


affecting  the  ice.     Unless  the  ground  is  composed  of  porous  materials,  as  sand  or  gravel,  it  is 
necessary  to  use  a  heavy  bed  of  broken  stone,  slag,  cinders,  or  ashes,  to  afford  better  drainage. 


Fig.  157. — Cross-section. 


Fig.  158. — Cross-section. 


In  the  coal  regions  coal  dirt  is  u.sed  very  extensively  for  this  purpose,  with  good  results.  On 
top  of  the  bed  thus  prepared  it  is  customary  to  lay  a  loose  floor  of  rough  plank  or  mill  slabs. 
It  is  preferable,  however,  to  place  this  floor  on  mud-sills  or  scantlings  in  such  a  way  as  to  leave 
an  air-space  below,  which  insures  better  drainage  under  the  ice  and  assists  to  insulate  the  ice 
from  the  heat  of  the  earth.  A  layer  of  sawdust,  brush,  or  similar  material  is  spread  on  top  of 
this  floor.  It  is  a  very  common  mistake  in  building  ice-houses  to  simply  level  of?  the  ground 
and  lay  down  boards  with  a  layer  of  sawdust  on  top  to  form  the  bed,  the  whole  being  sur- 
rounded by  water-tight  masonry  walls  or  earth  embankments.  The  result  is  that  tlic  bottom 
layers  of  ice  are  constantly  in  water,  and  hence  melt  much  faster. 

The  top  of  the  bedding  material,  whatever  it  be,  should  be  dished  from  all  sides  toward 
the  centre  of  the  house  or  toward  the  centre  of  each  compartment,  if  the  house  is  dividetl  into 
compartments,  so  as  to  give  better  drainage.  An  additional  reason  for  this  is,  that,  if  the  mass 
of  ice  should  have  a  tendency  to  slide  on  its  bed,  the  resultant  pressure  would  more  likely  be 
toward  the  centre  of  the  mass,  and  detrimental  movements  toward  the  sides  of  the  building 
would  be  prevented.  The  side  walls  and  partitions  are  frequently  tied  together  b)-  wrought- 
iron  rods,  so  as  to  be  better  able  to  resist  the  pressure  of  the  ice,  in  case  it  should  move  in  a 
body  and  bring  an  outward  pressure  on  the  walls. 

To  facilitate  the  handling  of  the  ice  into  and  out  of  the  house,  iloors  should  be  arranged 
at  different  levels,  or  else  one  door  provided  leading  into  a  shaft  inside  the  Iniilding,  the  sides 
of  the  shaft  being  formed  of  loose  boards,  which  can  be  adjusted  to  suit  the  change  of  level 
of  the  ice.  A  double  set  of  doors  are  better  than  a  single  door,  as  in  the  first  case  an  air- 
space is  formed  between  the  doors  when  closed.  Large  ice-houses  are  diviiled  into  compart- 
ments, so  that  the  ice  is  only  exposed  in  one  compartment  at  a  time  when  the  doors  have  to 
be  opened. 

Small  amounts  of  ice  are  handled  by  means  of  a  tackle  hung  from  a  beam  projecting  out 
from  the  building  over  the  doors.  Where  large  amounts  of  ice  arc  handleti  daily,  or  while 
stocking  the  house,  it  will  be  more  economical  to  provide  a  small  hoist,  cage,  elevator,  or 
traveller,  operated  by.steam  or  horse  power,  arranged  to  dump  the  blocks  of  ice  automatically 
when  the  proper  level  is  reached. 

The  erection  of  an  artificial-ice  plant  has,  as  far  as  the  author  knows,  never  been  under- 
taken by  railroad  companies.  Having  stutlicd  the  question  veiy  carefully  Uo\w  the  theo- 
retical, practical,  and  industrial  standpoints,  the  author  is  firmly  convinced  that  the  intro- 
duction of  an  artificial-ice  plant  on  a  railroad,  especially  in  southern  sections  of  the  country. 


64  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

would  not  onl}'  result  in  a  large  saving  to  the  r.iilroad   company,  but,  if  located  at  some  large 
town  along  the  route,  would  be  the  source  of  considerable  outside  revenue. 

The  following  apj)roximate  sizes  of  ice-houses  at  different  points,  obtained  from  the  best 
available  information,  will  aid  in  forming  a  general  idea  of  the  usual  dimensions  employed  : 

Tyrone  shojis,  Pennsylvania  Railroad,  i2oo-ton  capacity,  33  ft.  X  93  ft. 

Harrisburg  slioj)s,  Pennsylvania  Railroad,  1000-ton  capacity,  25  ft.  X  98  ft. 

Cheyenne  station,  Northern  Pacific  Railroad,  700-ton  capacity,  30  ft.  X  50  ft. 

Chicago,  St.  Paul  &  Kansas  City  Railroad,  500-ton  standard,  28  ft.  X  48  ft.  X  18  ft.  height  of  frame. 

Philipsburg,  N.  J.,  Lehigh  Valley  Railroad,  1600-ton  capacity,  22  ft.  X  125  ft.  X  28  ft.  height 
of  frame. 

Jersey  City,  N.  J.,  Lehigh  Valley  Railroad,  2000-ton  capacity,  30  ft.  X  120  ft.  X  24  ft.  height  of 
frame. 

Sayre,  Pa.,  Lehigh  Valley  Railroad,  1500-ton  capacity,  32  ft.  X  63  ft.  X  32  ft.  height  of   frame. 

Nickerson,  Kan.,  Atchison,  Topeka  &  Santa  Fe  Railroad,  1500-ton  capacity,  40  ft.  X  120  ft.  X 
20  ft.  height  of  frame. 

Mauch  Chunk,  Pa.,  Lehigh  Valley  Railroad,  1500-ton  cajiacity,  32  ft.  X  86  ft.  X  28  ft.  height  of 
brick  side  walls. 

South  Bethlehem,  Pa.,  Lehigh  Valley  Railroad,  150-ton  capacity,  18  ft.  X  32  ft.  X  12  ft.  height 
of  frame. 

In  regard  to  the  cost  of  frame  ice-houses  it  can  be  stated,  in  general,  that,  within  certain  limits, 
the  larger  the  ice-house  the  cheaper  it  will  prove  per  ton  storage  capacity.  Thus,  a  25-ton  house 
will  cost  from  $3  to  $4  per  ton  storage  capacity;  a  50-ton  house,  from  $2.25  to  $3  per  ton  storage 
capacity;  a  100-  to  500-ton  house  from  $1.75  10^2.25  per  ton  storage  capacity;  a  1000-  to  2000-ton 
house,  from  $1.50  to  $2  per  ton  storage  capacity.  Very  large  storage  ice-houses  at  lakes  or  rivers, 
where  the  ice  is  harvested,  can  be  built  for  about  %\  i)er  ton  storage  capacity,  and  even  for  less  in 
sections  of  the  country  where  lumber  is  cheap.  Exclusive  of  very  large  storage-houses,  the  cost 
of  frame  ice-houses  can  be  placed  at  from  4  to  7  cents  per  cubic  foot,  a  good  general  average  being  5 
cents  per  cubic  foot,  or  about  $2  per  ton  storage  capacity. 

The  following  are  descrijitions  of  ice-houses  in  use  on  railroads  in  this  country. 

Dcsii^/i  for  a  Fifty-ton  Ii\--hotnc. — A  very  cheap  ice-house  of  about  50  tons  nominal  capacity 
can  be  built  as  follows:  size,  14  ft.  square;  height  of  frame  from  sill  to  eaves,  13  ft.;  roof  double- 
pitched  and  covered  with  two  Inyers  of  i-in.  hemlock  boards;  sills,  4  in.  X  6  in.;  plates,  2  in.  X  4  in., 
halved  at  corners;  studs,  2  in.  x  4  in.,  S])aced  18  in.,  mortised  into  the  sills  and  spiked  to  the  plates. 
The  inside  and  outside  of  the  studding  to  be  sheathed  with  hemlock  boards,  nailed  horizontally,  thus 
forming  a  4-in.  space,  which  is  tilled  with  sawdust.  Two  doors  should  be  provided  in  one  gable  end, 
one  above  the  other,  both  being  made  double  by  means  of  horizontal  boards  placed  on  the  inside  of 
the  house  as  it  is  filled  with  ice,  and  removed  as  the  ice  is  taken  out.  The  roof  projects  over  the 
side  I  ft.,  and  the  space  between  the  roof-boards  and  the  plate  is  left  open  to  afford  ventilation.  A 
small  ventilator  or  louvred  lantern  can  be  added  on  top  of  the  roof  if  desired.  The  cost  of  such  a 
building  would  be  about  $125. 

Fifty-ton  Lce-hoiisc,  Jersey  City  Terminal,  Lehigh  Valley  Railroad. — The  small  ice-house  of  the 
Lehigh  Valley  Railroad  at  its  Jersey  City  terminal,  used  as  a  temporary  ston^ge-house,  has  a  nominal 
capacity  of  50  tons,  although  60  tons  can  be  packed  into  it.  The  house  is  20  ft.  X  14  ft.  in  size,  and 
the  height  of  the  frame  from  the  sill  to  the  plate  is  9  ft.  6  in.  It  has  a  double-pitched  roof,  boarded 
on  the  outside  and  beneath  the  rafters  with  i-in.  hemlock  boards,  and  covered  with  tarred  roofing-felt. 
The  sills  are  4  in.  X  10  in.;  studs,  2  in.  X  6  in.,  spaced  16  in.;  corner-studs,  6  in.  X  6  in.;  plates,  4 
in.  X  6  in.;  rafters,  3  in.  X  6  in.,  spaced  i6  in.;  nailers  between  rafters,  3  in.  X  4  in.;  outside  and 
inside  sheathing,  i-in.  hendock,  the  space  lietween  lieing  filled  with  sawdust.  There  are  two  doors 
in  one  gable  end  of  the  house  and  a  small  louvred  lantern  on  top.     'I'he  cost  is  about  !ii!i5o. 


ICE-HO  USES. 


6S 


Onc-hiindied-and-fijty-ton  fie-hoiisf,  at  Soiit/i  Bfthlchcin,  Pa.,  /..'//(i;/!  Valley  Kailnhid.—'Vhc  ice- 
house of  the  Lehigh  Valley  Railroad  at  South  Bethlehem,  Pa.,  has  a  nominal  capacity  of  150  tons.  It 
is  32  ft.  X  18  ft.  in  size,  and  about  12  ft.  high  from  ground  to  eaves.  Its  construction  and  tinil)ers 
are  similar  to  the  fifty-ton  ice-house  of  the  Lehigh  Valley  Railroad  at  Jersey  City,  described  above. 
Its  cost  can  be  placed  at  about  $350. 

Standard  Fivc-hiindrcd-ton  Ice-house,  Chicago,  St.  Paul  &■'  A'a//sas  City  Railroad. —  '{'he  standard 
500-ton  ice-house  of  the  Chicago,  St.  Paul  &  Kansas  City  Railroad,  shown  in  Fii^s.  159  lo  162, 
designed  by  Mr.  H.  Fernstrom,  C:hief  Engineer,  and  Mr.  C.  A. Reed,  Sui>ervising  Architect,  C,  St.  P. 
iS;  K.  C.  R.  R.,  is  a  frame  building,  sheathed  on  the  outside  and  inside  with  i-in.  boards,  with  a 
double-pitched  roof  covered  with  a  double  layer  of  i-in.  Itoards.  The  size  of  the  house  is  48  ft. 
X  28  ft.,  and  the   height   from   bottom  of  sill  to  top  of  i)late  18   ft.     At  each  gable  end  are   three 


<^^ 


Fig.  159. — Front  Elevation. 


Fig.  160. — Ckoss-skction. 


doors  above  each   other,   and  at   the    height    of   the   top   of   a  freight-car  a   platform    or   scaffolding 
with  a  swinging  platform  is  arranged  so  as   to  be  easily  dropped  on  top  of  a  car  to  facilitate  the 


Fig.  161. — GRouNi)-rL.\N. 


Fig.  162.— LoNGiruniNAi.  Sf.ction. 


iiandling  of  ice  in  icing  refrigerator-car.s.  Tliere  is  a  small  louvred  1, intern  at  the  centre  of  the 
house,  5  ft.  X  6  ft.  in  si/.e.  The  sills  are  kept  from  spreading  by  four  i-in.  iron  rods  placed  across 
the  house  at  the  level  of  the  floor. 

The  principal  timbers  used  are  as  follows:  sills,  8  in.  X  10  in.,  laid  flat;  corner-posts,  8  in.  X  8 
in.;  studs,  2  in.  X  10  in.,  spaced  12  in.,  and  notched  over  the  inside  of  the  sills  to  keep  the  foot  of 
the  studding  from  being  crowded  out  by  the  jiressure  of  the  ice.  The  platform  in  front  of  the  house 
is  composed  of  6-in.  X  8-in.  uprights,  6-in.  X  6-in.  caps,  2-in.  X  8-in.  joists,  2-in.  Iloor-plank,  and 
2-in.  X  6-in.  X-bracing.  The  roof-trusses  are  spaced  3  ft.  apart,  and  are  formed  of  boards  as  follows: 
rafters,  2  in.  X  8  in.;  tie-beams,  2  in.  X  10  in.;  straps,  2  in.  X  6  in. 


66 


BUILDINGS  AND   STRUCTURES   OF   AMERICAN   RAILROADS. 


The  approximalc  tost  of  ihis  Ijuuse  is  alu.ul  $!  lou  tu  $1200,  and  the  capacity  can  be  considered 
as  nearer  600  ihan  500  ions,  as  stated  above 

Fifteen-hundied-ioii  La-Iiouse  at  Sayre,  Pa.,  Lelii,i;li  Valley  Railroad.— The  1500-ton  ice-house 
of  the  Lehis^h  Vallev  Raihoad  at  Sayre,  ?a.,  designed   by  Mr.  A.  W.  Stedman,  Chief  Engineer,  L.  V. 


Fig.  163.  —  Front  Elevation. 


Fig.  164. — Detail  Plan  of  Walls. 


R.  R.,  assisted  by  Mr.  F.  E.  Schnll,  shown  in  Figs.  T63  and  164,  is  a  weU-designed  frame  ice-house,  63 
ft.  X  32  ft.  8  in.,  out  to  out,  and  32  ft.  high  from  bottom  of  sill  to  top  of  plate.  The  house  is  divided 
into  two  compartments,  each  30  ft.  X  30  ft.  inside.  The  distinguishing  feature  of  this  design  is  the 
combined  use  ot  an  air-space  and  a  space  filled  with  sawdust  in  the  side  wails,  thus  forming  a  double 
protection  against  the  penetration  of  heat.  A  ventilator  at  the  ridge  of  the  roof,  8  ft.  wide  and  4  ft. 
high,  extends  nearly  the  entire  length  of  the  building,  affording  excellent  ventilation.  There  are 
five  double  doors  over  each  other  on  both  outside  walls  of  each  compartment,  and  six  such  doors 
over  each  other  in  each  gable  end.  These  double  doors,  one  outside  and  the  other  inside,  are  made 
to  close  tightly,  leaving  an  air-space  of  6  in.  between  them.  The  inner  doors  are  made  in  two 
l)ieces,  so-called  Dutch  or  halved  doors,  to  facilitate  opening  inwardly  as  the  level  of  the  ice  is 
changed.  The  building  rests  on  small  masonry  walls,  and  the  floor  consists  of  i-in.  rough  hemlock 
boards  laid  open  on  a  layer  of  coal  dirt.  A  number  of  drain-holes,  6  in.  square,  are  provided  in  the 
foundation-walls  to  allow  drainage. 

The  principal  timbers  used  are  as  follows:  sills,  4  in.  X  10  in.,  laid  on  top  of  the  stone  walls; 
inside  studding,  footing  on  the  masonry  on  the  inside  of  the  sill,  2  in.  X  4  in.,  spaced  about  20  in.; 
inside  corner-studs  and  door-studs,  3  in.  X  4  in.  The  inside  studding  is  planked  on  both  sides  with 
i-in.  rough  hemlock  boards,  and  the  space  of  4  in.  thus  formed  between  the  boards  is  filled  with  saw- 
dust. Outside  of  this  inside  studding,  which  is  double  sheathed,  forming  a  space  filled  with  sawdust, 
as  explained,  there  are  additional  outside  studs,  3-in.  X  lo-in.  hemlock,  planed  on  two  sides,  footed 
on  the  sill  of  the  building.  These  outside  studs  are  spaced  3  ft.  4  in.  all  around  the  outside  of  the 
building,  excepting  at  the  doors,  where  4-in.  X  9-in.  special  door-studs  are  set  flush  with  the  inside 
sheathing  of  the  house.  Hemlock  nailing-strips,  4  in.  X  i  in.,  are  fastened  on  each  side  of  the  3-in. 
X  lo-in.  outside  studs,  next  to  the  outside  sheathing  of  the  inner  sawdust  space.  These  nailing- 
strips  serve  to  support  |-in.  tongued  and  grooved  white-pine  boards,  planed  on  one  side,  which  are 
fitted  horizontally  between  the  outside  studs,  thus  forming  a  4-in.  air-space  outside  of  the  4-in.  saw- 
dust space.  The  transverse  partition  at  the  centre  of  the  house  between  the  two  com])artments  is 
formed  of  2-in.  X  6-in.  studs,  sheathed  on  both  sides  witli  i-in.  rough  hemlock  bt)ards,  the  6-in. 
space  thus  formed  being  filled  with  sawdust.  Several  doors  are  cut  in  this  partition  to  afford  con- 
nection between  the  two  compartments.  The  plates  of  the  side  walls  are  4-in.  X  lo-in.  hemlock; 
rafters,  3   in.   X    8   in.,  sjiaced   24  in.;   tie-beams  or  ceiling-joists,   3   in.   X    10  in.,   spaced  4   ft.,   and 


ICE-HOUSES. 


67 


sheathed  on  lop  with  i  In.  roiiLjh  hcinhn.k  hoards.  The  roof  is  covered  with  i-in.  tongued  and 
grooved  hemlock  hoards,  not  over  8  in.  wide.  The  ventihator  is  formed  of  4-in.  X  4-in.  sills,  3-in. 
X  4-in.  plates;  3-in.  X  4-in.  rafters,  spaced  39  in.;  and  3-in.  X  4-in.  studs,  spaced  39  rn.  The 
single  outside  doors  are  5  ft.  8  in.  high  X  4  ft.  4  in.  wide.  The  frames  of  the  outside  doors  are  made 
of  6  in.  X  \\  in.  stuff,  and  those  of  the  inside  doors  are  4  in.  X  i^  in.  All  the  doors  are  X-braced 
with  3  in.  X  \\  in.  stuff,  and  covered  with  i-in.  boards.  The  spaces  between  the  roof-boards  and 
the  plates  are  left  open  for  ventilation.  The  building  is  tied  together  at  the  centre  liy  two  i-j-in. 
iron  rods. 

The  cost  of  this  building  can  Ije  placed  at  about  $2500  to  $3000,  varying  according  to  the  local- 
ity and  '.he  depth  of  the  foundations. 

Tu)  thousand-ton  Ice-house  at  Jersey  City,  N.  J.,  Lchii^h  Valley  Railroad.-  -'\\\q  two-thousand-ton 
ice  h rase  of  the  l.ehigh  Valley  Railroad,  at  Jersey  City,  N.  J.,  shown  in  Figs.  165  to  168,  designed  by 


T- 


III  i"* -fe 


Fig.  165. — Front  Elevation. 


1 — -• 
Fig.  166. — Ground-plan  at  Shaft. 


Fig.  167.— Elevation  of  Hoisting-cage. 


Fig.  16S. — Plan  of  Hoisting-cagk. 


]\Ir.  C.  Rosenberg,  Master  Carpenter,  Lehigh  \'alley  Railroad,  is  a  frame  structure,  30  ft.  <S  in.  wide  X 
120  ft.  8  in.  long,  outside  dimensions,  and  24  ft.  high  from  ground  to  eaves.  It  is  divided  into  four 
com])artments,  each  30  ft.  X  30  ft.  There  is  a  loading  platform,  6  ft.  wide  on  one  side  of  the  house 
along  a  track,  the  floor  of  the  platform  being  level  with  the  car-floor.  Two  hoistr,  on  this  [ilatform 
connect  with  shafts  inside  the  building,  each  hoist  supplying  two  of  the  four  conipartincnts  in  the 
house. 

The  side  walls  in  this  building  have  an  8-in.  sjjace  filled  with  sawdust,  and  outside  of  that  a 
3-in.  air-space.  The  studding  is  formed  of  8-in.  stuff,  ceiled  on  the  inside  with  i-in.  rough  boards 
laid    horizonfally,  and   :,heathed   on   the   outside  with    i-in.    rough   boards   laid   diagonally,   thereby 


68 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


forming  the  8-in.  space  filled  with  sawdust.  The  3-in.  air-space  is  obtained  by  nailing  3  in.  X  4  in. 
pieces  to  the  outside  sheathing  of  the  8-in.  studding,  and  then  closing  in  the  entire  building  with 
bevelled  weather-boarding.  The  roof  is  ceiled  underneath  the  rafters  with  i-in.  rough  boards  and 
covered  with  tarred  roofing-felt  on  i-in.  boards.  There  is  a  4-ft.  X  lo-ft.  louvred  ventilator  in  the 
roof  over  each  compartment. 

There  are  three  sliding-doors  in  the  side  of  the  building  and  one  door  in  the  roof  at  each  shaft 
or  hoist.  The  sliding-doors  are  arranged  so  as  to  fit  the  openings  tightly  by  means  of  suitable  at- 
tachments and  locking  devices.  The  doors  in  the  roof  open  inwardly.  The  sides  of  the  shaft  inside 
the  building  are  made  of  loose  boards  working  in  slots,  so  that  the  top  of  the  shaft  can  be  kejit  at 
any  desired  height,  or  the  shaft  removed  with  the  exception  of  the  u|jright  corner-pieces. 

The  foundations  of  the  house  are  stone  walls,  with  proper  openings  to  allow  for  drainage.  The 
floor  in  each  compartment  is  dished  from  the  corners  to  the  centre,  and  is  made  of  a  layer  of  about 
2  ft.  of  ashes  on  top  of  broken  stone,  lilind  drains  were  built  underneath  the  broken  stone  to  give 
better  drainage. 

The  principal  timbers  used  are  as  follows:  sills,  6  in.  X  8  in.;  princi]ial  studs,  8  in.  X  8  in.; 
intermediate  studs,  3  in.  X  8  in.,  spaced  24  in.;  outside  studding  to  form  air-space,  3  in.  X  4  in.; 
plates,  6  in.  X  8  in.;  rafters,  3  in.  X  6  in.,  spaced  24  in. 

The  cage  of  the  hoist  is  provided  with  an  arrangement  for  discharging  the  ice-blocks  automati- 
cally into  the  house  at  any  desired  height.  The  cage  consists  of  a  frame  supporting  a  platform 
pivoted  at  its  centre.  The  side  of  the  platform  next  to  the  house  is  held  up  by  a  cam  underneath  it, 
which  cam  is  attached  to  the  frame.  This  cam  is  connected  by  a  chain  or  rope  to  a  ring  at  the  foot 
of  the  hoist,  which  allows  the  length  of  the  rope  to  be  readily  adjusted.  When  the  cage  has  been 
hoisted  to  the  desired  height,  the  rope  becomes  taut  and  draws  the  cam  from  beneath  the  platform, 
allowing  the  side  of  the  platform  next  to  the  building  to  drop  and  shooting  the  block  of  ice  into  the 
house,  where  men  are  ready  to  receive  it.  While  filling  the  house  this  hoist  is  operated  by  a  small 
jjortable  steam-engine  or  by  horse-power.  For  drawing  the  daily  supply  from  the  house,  a  smaller 
platform  woiked  by  a  hand  windlass  is  used. 

This  building  has  given  very  good  satisfaction.     Its   cost   can   be   placed   at    about    $3000   to 

$3500- 

Fifteen-huiidred-toii  Lce-Iioiise  at  Nkkersflii,  Kan.,  Atchison,  Topfka  &=  Santa  Fe  Railroad. — The 
ice-house  of  the  Atchison,  Topeka  &  Santa  Fe  Railroad  at  Nickerson,  Kan.,  show'n  in  Figs.  i6g  to  171, 


R    I I 


<g 


X 


-1 — r 


-I  I  I  I  »rc 


Fig.  i6g,-  Elevation  of  Frame. 


Fig.  170. — Front  Elevation. 


Fu;.   171.— GRouND-rLAN. 


with  a  nominal  cajjacity  of  1500  tons,  but  able  to  hold   1800  tons,  is  a  frame  structure  divided  into 
five  compartments.     The  outside  dimensions  of  the  house  are  120  ft.  X  40  ft.,  and  the  height  of  the 


ICE-HOUSES. 


69 


frame  from  the  top  of  sill  to  lioltom  of  plate  is  20  ft.  'Ihc  siiie  walls  ami  transverse  partitions  are 
14  in.  thick.  The  inside  dimensions  of  the  compartments  are  22  ft.  10  in.  X  37  ft.  8  in.  'i'here  are 
three  louvred  lanterns,  each  5  ft.  6  in.  X  4  ft.  6  in.,  on  the  roof,  and  four  doors  over  each  other  for 
each  compartment  on  one  side  of  the  house.  The  foundations  are  formed  of  posts,  set  on  plank  in 
the  ground  about  every  5  ft.,  under  the  side  walls  and  under  the  partitions.  The  sills  are  made  of 
six  pieces,  each  2  in.  X  12  in.;  the  plates  are  in  three  pieces,  each  2  in.  X  12  in.  The  corner-studs 
and  intermediate  studs  in  the  gable  ends  and  partitions  are  12  in.  X  12  in.,  and  the  door-studs  are 
6  in.  X  18  in.;  all  other  studs  are  2  in.  X  12  in.,  spaced  about  27  in.,  and  the  corner-braces 
2  in.  X  6  in.  The  roof  is  double-pitched,  with  rafters  spaced  about  30  in.;  rafters,  2  in.  X  8  in.; 
tie-beams  in  two  pieces,  each  2  in.  X  6  in.  The  building  is  kept  from  spreading  longitudinally  l)y 
four  li-in.  rods  in  each  compartment,  and  at  each  transverse  partition  by  four  i-in.  rods.  Doors  are 
each  3  ft.  10  in.  high  X  4  ft.  4  in.  wide.  Outside  walls  are  ceiled  on  the  inside  with  i-in.  rough 
boards,  nailed  horizontally,  and  sheathed  on  the  outside  with  i-in.  upright  boards  and  battens.  The 
cross  partitions  are  planked  on  each  side  with  i-in.  rough  boards.  The  ground  inside  the  house  is 
covered  with  a  layer  of  broken  stone  to  facilitate  drainage.  The  cost  of  this  ice-house  can  be  placed 
appro.ximately  at  $3500,  dependent  on  local  conditions  and  the  depth  of  the  foundations. 

Fifteeii-huiidrcd-ton  Brick  Ice-hoiisc  at  Munch  Chunk,  Pa.,  Lehigh  Valley  Railroad. — The  brick 
ice-house  of  the  Lehigh  Valley  Railroad  at  Mauch  Chunk,  I'a.,  shown  in  Figs.  172  and  173,  has  a 
nominal  capacity  of    1500  tons,  but   it  can   luild  1700  tons.      The   house  was  built  of   brick,  partly  to 


Fig.  172. — Perspective. 


Fig.  173. —  Uei  AIL  Sechon  of  Wall  and  Floor. 


lessen  the  danger  from  fire  and  partly  on  accouiit  of  its  proximity  to  the  station  building,  there  being 
a  heavy  passenger  and  excursion  travel  at  this  station.  The  building  is  86  ft.  long  X  32  ft.  wide,  out- 
side measurements,  and  28  ft.  high  from  the  floor  to  the  bottom  of  the  tie-beam.  The  walls  are  built 
with  a  2^-in.  air-space  in  their  interior.  The  brick  wall  outside  of  this  air-space  is  9  in.  thick  in  the 
panels  and  13  in.  thick  at  the  pilasters  ;  the  brickwork  inside  of  the  air-space  is  4^  in.  thick.  'J"he 
brick  walls  rest  on  stone  rubble-masonry  foundations.  Inside  the  brick  walls  there  is  a  timber  frame, 
consisting  of  3-in.  X  6-in.  studs,  spaced  24  in.,  and  sheathed  on  both  sides  with  i-in.  rough  boards, 
which  thus  form  a  6-in.  space  that  is  filled  with  sawdust.  The  outside  sheathing  of  this  timber  frame 
is  kept  2  in.  away  from  the  inside  of  the  brick  wall,  giving  thus  an  additional  air-sjjace.  The  protec- 
tion thus  secured  by  the  2i-in.  air-space  in  the  brick  wall  proper,  the  2-in.  air-space  between  the 
brick  wall  and  the  timber  lining,  and  the  6-in.  sawdust  space,  has  proved  very  effective.  The  bond 
between  the  two  parts  of  the  brick  wall  on  each  side  of  the  air-space  in  the  wall  is  maintained  by 
iron  plates  laid  between  the  bricks  and  extending  across  the  air-space,  Ihe  plates  being  spaced  24  in. 
apart.  The  air-space  in  the  wall  has  oi)enings  near  the  foot  of  the  wall  and  near  the  eaves,  so  as  to 
keep  the  air  fresh.  The  house  is  divided  into  two  compartments  by  a  partition  at  its  centre.  The 
floor  is  formed  of  an  8-in.  to  lo-in.  layer  of  broken  stones,  on  to|)  of  which  there  is  a  6-in.  course  of 
coal  dirt,  covered  by  2-in.  rough  boards  laid  open.  On  top  of  the  boards  a  6-in.  layer  of  sawdust  is 
spread  before  the  ice  is  put  into  the  house.  Suitable  drain-holes  are  provided  in  the  foundation 
walls  to  allow  proper  drainage  of  the  bed.  There  are  two  ventilators  in  the  roof,  three  doors  in  each 
gable  end  of  the  house,  and  twelve  doors  on   tlie  side  toward  the   tracks,  the  building  being  set  with 


7o  BUILDrNGS  AND   STRUCTURES   OF    AMERICAN  RAILROADS. 

its  back  against  tlie  mountain.     The  roof  is  covered  with  slate  on  boards.     The  loss  from  shrinkage 
of  the  ice  in  this  house  is  stated  to  be  from  lo  to  ii  per  cent  during  one  year. 

Sixteen  hundred-ton  Icc-Zioi/sr,  Phillipsbiiii;,  N.  J.,  Lfhigh  Valley  Railroad. — The  ice-house  of  the 
Lehigh  Valley  Railroad  at  Piiilli])sburg,  N.  J.,  has  a  nominal  capacity  of  1600  tons,  and  is  a  frame 
building  similar  to  the  large  ice-house  of  the  same  railroad  built  at  Jersey  City,  described  above, 
excepting  that  there  is  only  a  sawdust  space,  but  no  air-space,  in  the  side  walls.  The  size  of  the 
house  is  125  /t.  X  22  ft.  outside  dimensions,  and  28  ft.  high  from  ground  level  to  the  plate.  The 
arrangements  for  proper  ventilation  of  the  side  walls  and  the  space  above  the  ice  in  this  house  are 
good,  and  it  has  been  found  that,  by  exercising  proper  discretion  in  ventilating  the  house  and  keejiing 
the  air  fresh,  the  so-called  sweating  of  the  ice  is  prevented  to  a  large  extent.  When  this  house  was 
first  built,  the  8-in.  space  in  the  side  walls  between  the  outside  and  inside  sheathing  was  left  as  an  air- 
space and  no  sawdust  filling  employed,  the  result  being  a  shrinkage  of  ice  in  one  year  of  from  25 
to  30  per  cent.      After  this  space  was  filled  with  sawdust  the  loss  was  reduced  at  least  10  per  cent. 


SAND-BOUSES. 


CHAPTER    XI. 


71 


SAND- HOUSES. 


Sand-IKiUSES  arc  rcqLiiietl  un  railroads  to  store  sand  for  use  on  eiii^iiies  to  increase  the 
friction  of  the  tli  i\inLj-\vheels  on  the  rails  on  hea\^y  grades,  or  when  the  rails  are  in  a  sli[)[)er)' 
condition.  Tiie  sand  must  be  dry  in  order  to  run  freely  through  the  pipes  leading  from  the 
sand-box  of  the  engine  to  where  the  sand  is  spouted  on  the  rails  in  front  of  the  driving- 
wheels.  Sand,  freshly  dug,  is  always  more  or  less  moist,  anil  it  absorbs  moisture  from  the 
air  very  easil}',  even  when  projierly  stored  under  cover,  so  that  artificial  tirjing  becomes  a 
necessity.  Sand  houses,  therefore,  have  three  distinct  functions,  namely,  the  storage  of  wet 
sand,  the  drying  of  the  same,  and  the  storage  of  the  dry  sand. 

Sand-houses  are  usually  provided  at  all  points  on  a  railroad  where  engines  are  changed, 
or  in  connection  with  engine-houses  and  coaling  stations;  in  other  words,  wherever  engines 
are  sujiplied  with  coal,  water,  oil,  sand,  etc.,  before  starting  on  a  run.  For  this  reason 
sand-houses  will  generally  be  found  located  along  a  track  leading  to  or  from  an  engine-house, 
yard  system,  coaling  or  water  station.  Even  where  the  amount  of  sand  to  be  used  is  very 
small,  it  will  be  found  more  advantageous  to  dry  it  at  the  place  where  it  is  to  be  supplied  to 
engines,  than  to  attempt  to  ship  dry  sand  from  a  large,  central  sand-house  at  some  distant 
point,  because,  if  the  weather  be  damp,  the  sand  will  collect  moisture  again  during  transit  or 
while  in  store.  It  requires  very  little  attention  and  labor  to  dry  sand  at  intervals  in  small 
amounts  with  the  ordinary  cast-iron  sand-drj-ing  stoves,  and  the>-  do  not,  therefore,  call  for  the 
regular  employment  of  special  help  for  that  purpose. 

The  main  consideration  to  be  kept  in  view  in  designing  a  sand-house  is  economy  in 
handling  the  material  and  in  the  amount  of  fuel  required  in  the  drj-ing  process.  In  tlie 
operation  of  a  santl-housc  the  several  steps  consist  of  storing  the  wet  sand,  keeping  it  as  free 
from  moisture  as  possible  while  in  store,  the  drying  process  proper,  the  stocking  of  the  dry 
sand,  and,  finally,  the  delivery  of  the  dry  sand  to  engines. 

In  storing  sand  it  is  best  to  put  it  uniler  cover,  but  the  structure  should  be  arranged  to 
admit  plenty  of  light  and  air  on  pleasant  da)'s,  the  free  circulation  of  dry  air  over  the  pile 
being  very  desirable.  This  is  usually  accomplished  to  a  certain  degree  by  leaving  the  sides 
of  the  shed  open  at  tiie  t(3p,  but  the  more  effective  construction  is  to  introduce  louvres  or 
movable  slat  sash  or  shutters,  which  allow  the  house  to  be  closed  during  very  damp  weather. 
Where  the  size  of  the  house  will  warrant  it,  or  steam  is  convenient,  it  will  be  found  very 
advantageous  to  place  a  few  steam-coils  around  the  sides  of  the  store-shed  above  the  sand- 
pile,  or  to  hang  them  from  the  roof,  so  as  to  slightly  heat  the  air  that  circulates  over  the  pil-e, 
and  thus  prevent  moisture,  especially  in  damj)  weather,  from  entering  the  sand. 

Wet  or  green  sand,  as  it  is  termed,  is  usually  brought  to  the  house  in  cars  and  cast  into 


72  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

the  .storage-shc(.l  tliruugli  openings  in  the  sides  of  the  building,  or  it  is  wlieeled  off  the  cars 
into  the  house.  Where  provision  can  be  made  for  an  elevated  track,  the  car  is  cither  run 
into  the  house  or  over  the  top  of  the  house,  the  sand  being  clumped  from  hopper-cars  or  cast 
off  sideways.  A  very  good  location  for  a  sand-house  is  under  the  tail-track  of  a  coal-trestle, 
where  this  is  feasible.  Too  much  importance,  hi5\\ever,  should  not  be  placed  on  an  elevated 
delivery  track,  as  the  sand  must  be  shovelled  anyhow,  except  when  delivered  in  hopper-cars. 
In  other  words,  it  would  not  pay  to  construct  a  special  incline  and  trestle  approach  to  facili- 
tate unloading  sand  into  store  from  an  elevated  track,  unless  the  quantity  to  be  handled  is 
very  large. 

The  drying  process  is  conducted  in  several  waj-s,  the  one  most  used  being  by  means  of 
so-called  sand-drying  stoves,  of  which  there  are  a  number  of  styles,  the  general  features  con- 
sisting of  an  ordinary  cast-iron  stove,  with  shallow  pans  near  the  top,  or  surrounded  with  a 
conical  rctoi  t  or  drum  around  the  body  of  the  stove.  The  sand  is  packed  in  the  pans  or 
retorts,  and  a  slow  tire  maintained  until  the  sand  is  dry,  when  it  is  drawn  off  or  scraped  out 
through  ,ip[)rupriate  openings.  Another  form  of  a  sand-drier  is  a  revolving  sheet-iron  cylin- 
der set  at  an  angle  in  a  furnace.  A  fire  is  kept  up  in  the  furnace  while  the  cylinder  is  slowly 
revolved,  the  sand  being  fed  into  the  upper  end  of  the  cylinder  and  passing  out  through  a 
screen  at  the  lower  end.  Another  method  is  to  put  the  wet  sand  in  a  trough  with  a  system 
of  steam-pipes  forming  a  grating  through  which  the  sand,  as  it  dries,  gradually  descends  to 
the  bottom  of  the  trough,  which  is  open,  allowing  the  drj'  sand  to  drop  on  the  floor.  It  is 
claimed  that  this  system  is  very  efficient  and  economical,  where  copper  steam-pipes  are  used. 
In  some  sand-houses  fires  are  maintained  in  brick  or  stone  flues  under  the  sand-pile.  When 
the  sand  is  thoroughly  heated  the  fires  are  stopped  until  a  fresh  lot  of  wet  sand  is  received. 

After  dr)-ing,  the  sand  is  generall}'  screened  and  then  shovelled  into  bins  on  the  ground- 
floor  of  the  buikling  or  on  a  level  with  the  footboard  of  engines.  Another  system  is  to  ele- 
vate the  dry  sand  by  an  endless  bucket  belt,  an  appropriate  hoisting  apparatus,  a  cold  blast, 
or  an  elevator  system  of  some  kind,  to  storage-bins  overhead,  whence  it  can  be  spouted 
down  to  the  sand-boxes  of  engines  or  drawn  into  buckets  by  the  enginemen.  The  Erie 
Railroad  has  on  its  Delaware  division  a  sand-house,  in  which  dr\'  sand  is  elevated  by  a  cold 
blast  to  a  storage-bin,  from  where  it  is  discharged  directly  into  the  sand-boxes  of  engines. 
In  some  sand-houses  a  large  number  of  buckets  are  kept  filled  with  dry  sand  on  a  platform 
adjacent  to  the  track  and  on  a  level  with  the  footboard  of  engines,  so  that  the  enginemen 
can  pick  u[)  as  nian\-  buckets  o{  sand  as  they  require  and  empty  them  into  tlie  saml-box  with- 
out the  delay  incident  to  drawing  the  sand  or  filling  the  buckets.  Another  s\stom  in  use  is 
to  have  large  buckets  witli  drop  bottoms  staiuling  filled  with  sand  alongside  the  tr.ick  ;  when 
an  engine  stops  for  sand,  the  buckets  are  picked  up  antl  swung  around  over  the  sand-box  by 
means  of  a  derrick  arm  or  gallows  frame,  and  then  discharged  upon  releasing  the  catch. 
This  method  deserves  mention  for  its  simplicity,  and  it  will  give  about  as  quick  dispatch  in 
suppl)'ing  sand  to  engines  as  a  more  elaborate  elevator  and  overhead  storage-bin  sj-stem. 

In  designing  a  sand-house,  due  regard  must  be  paid  to  the  quantity  of  sand  to  pass  daily 
through  the  house.  Where  the  usual  help  around  a  yard  or  engine-house  system  is  to  be  re- 
lied on  for  its  operation,  it  is  essential  to  provide  systems  that  involve  a  minimum  amount  of 
constant  attention  and  labor.     However,  the  introduction  of  labor-saving  contrivances  should 


SAND-BO  USES.  73 

not  be  carried  to  extremes,  as  illustrated  in  a  saiul-housi.:  of  one  of  the  leading  Eastern  trunk 
lines,  where  an  elaborate  trough-and-bucket  system  with  bill  conveyor  is  employed  to  take 
the  wet  sand  to  the  drying  troughs — a  distance  of  about  10  ft.,  another  bucket  elevator  being 
used  to  lift  the  dry  sand  to  a  platform  8  ft.  higher  than  the  floor  of  the  drying-room,  a  10- 
horse-povver  engine  completing  the  plant.  \\'hile  this  device  might  appear  perfect  at  first 
glance,  yet  in  actual  operation  it  is  a  failure,  requiring  tlie  constant  attention  of  an  engineer, 
and  the  output  being  entirel}'  controlletl  b)-  the  speed  with  which  a  man  can  feed  sand  to  tlie 
foot  of  the  trough  conveyor,  which  carries  the  sand  a  little  farther. 

The  size  and  style  of  a  sand-house  to  be  adopted  at  any  particular  point  depend  uj)on 
the  importance  of  the  location,  the  grades  that  the  engines  have  to  pass,  the  number  of  en- 
gines to  be  supplied  dail_\- ;  also,  whether  tlie  engine  crew  can  be  relied  on  to  draw  sand,  or 
whether  it  is  imjiortant  to  enable  engines  to  take  santl  qiiickl)'  without  an}'  assistance  from 
the  engine  crew.  As  indicative,  however,  of  the  sizes  in  general  use,  the  approximate  dimen- 
sions of  the  following  sand-houses  can  be  mentioned  :  Richmond  &  Alleghany  Railroad,  at 
Ric'nmond,  Va.,  16  ft.  6  in.  X  14  ft.  6  in.  ;  Atchison,  Topeka  &  Santa  Fe  Railroad,  16  ft.  X 
28  ft.;  Lehigh  Vallev  Railroad,  at  Perth  Aniboy,  N.  J  .  54  ft.  X  20ft.;  design  for  Philadel- 
phia &  Reading  Railroad,  16  ft.  X  16  ft.;  Chicago.  Burlington  &  Quincy  Railroad,  at  Burling- 
ton, III.,  storeiiouse,  50ft.  X  29  ft.,  and  sand-drying  tower,  19  ft.  X  19  ft. ;  Pitt.sburgh,  Cincin- 
nati &  St.  Louis  Railroad,  at  Columbus,  O.,  91  ft.  X  43  ft. ;  design  for  Lehigh  Valley 
Railroad,  68  ft.  X  18  ft.;  Pennsylvania  Railroad,  at  Connemaugh,  Pa,  60  ft.  X  average  width 
27  ft.-.  Penns}-lvania  R.ai]roatl,  at  Pittsburgh,  Pa.,  16  ft.  X  36  ft.;  Penns_\'lvania  Railroad,  at 
Jersey  City,  N.  J.,  21  ft.  X  29  ft. ;  Pennsylvania  Railroad,  at  Tyrone,  Pa.,  20  ft.  6  in.  X  i  2  ft. ; 
Pennsylvania  Railroad,  at  Huntingdon,  N.  J.,  20  ft.  6  in.  X  12  ft.  ;  Pennsylvania  Railioail, 
at  Blairsville,  Pa.,  26  ft.  X  15  ft.  6  in.  ;  Pennsylvania  Railroad  at  Mifflin,  Pa.,  20  ft.  X  15  ft.; 
Lehigh  Valley  Railroad,  at  Weatherly,  Pa.,  30  ft.  X  20  ft. ;  Pennsjlvania  Railroad,  at  Wash- 
ington, I).  C,  30  ft.  X  20  ft. 

The  ordinar)'  cast-iron  sand-drying  stove  is  to  be  recommended,  especial!)'  where  only  a 
small  amount  of  sand  is  required  daily,  and  where  it  is  desirable  that  the  usual  lulp  in  the 
vicinit)'  should  also  look  after  the  sand-house.  If  steam  can  be  introduced  in  the  house,  tlien 
a  steam-pijje  sand-drj'ing  trough  with  copper  pipes  will  prove  advantageous,  esjieciall)-  where 
large  amounts  of  sand  have  to  be  handled.  In  addition,  the  trough  system  diminishes  the 
possible  loss  from  fire. 

Another  economical  method,  referred  to  above,  is  that  employed  on  the  Lehigli  \'alley 
Railroad,  at  \Veatlierl\',  Pa.,  and  on  the  Phihulclphia  &  Reading  Railroad,  at  Cressona,  Pa., 
where  a  fire  is  kept  up  in  I  he  flues  under  the  sand-pile  for  several  da}'s  at  a  time.  This  melhoil 
entails  little  labor,  but,  owing  to  the  large  quantities  to  be  heated  at  a  time,  the  sand  dries 
very  unevenly,  besides  being  likely  to  collect  moisture  before  being  used.  This  last  defect 
can  be  obviated  by  introducing  steam-coils  at  the  top  of  the  sand-pile,  as  referred  to  above. 

The  lifting  of  the  dry  sand  by  elevators,  hoists,  or  cold  blast  into  an  elevated  bin,  from 
where  it  can  be  shot  down  into  the  saiul-box,  or  drawn  by  the  enginemen  from  a  sjiout  into 
buckets,  is  quite  a  feature  where  large  ([uantities  of  sand  are  to  be  handled  ilail}',  and  one  or 
more  men  are  emplojed  steadily  for  the  .sand  service,  and  it  is  an  object  to  enable  engines  to 
take  sand  quickly.     Similar  results,  however,  without  elaborate  appliances  and  such  a  costly 


74  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

building,  can  be  practically  obUiincd  b)'  kccpiny  a  number  of  buckets  filled  with  sand  on  a 
platform  adjacent  to  the  track  at  a  convenient  elevation,  or  by  the  use  of  a  swinging  derrick- 
arm  and  a  bucket  with  drop-bottom. 

The  patentees  of  a  cylindrical  drying-machine  published  in  the  Railroad  Gazette  of  May 
4,  1888,  the  following  data  for  drying  sand  with  a  cast-iron  sand-drying  stove,  as  compared  with 
the  work  of  their  patented  machine: 

Railroad  stove-   Patented  cylindrical 
drier.  apparatus. 

Pounds  wet  sand  dried  and  screened  per  hour 675  16,000 

Pounds  common  soft  coal  consumed  per  hour 24  180 

Pounds  water  dried  out  ])er  lb.  coal  burned i  Si 

Average  percentage  of  water  in  the  two  different  sands 035  .093 

Men's  labor  required    '  3 

Expense  of  drying  one  ton  of  sand: 

Cost  of  labor  at  15  cents  per  hour 44     cts.  55  cts. 

Cost  of  coal  at  12^  cents  jjer  bushel- iiiV   "  32 

Cost  of  steam  motive  power 3 

Cost  of  interest,  repairs,  and  depreciation 2       "  2 

Total 57  iV  tts.  14  cts. 

The  following  descriptions  of  sand-houses  are  introduced  as  forming  an   interesting  addi- 
tion to  above  general  remarks  on  the  subject. 

Sand-house  at  Richmond,  Va.,  Richmond &^  Alleghany  Railroad.— 'Yh^  sand-house  of  the  Richmond 
&  Alleghany  Railroad,  shown   in   Figs.  174  and  175,  is  a  good  type  of  a  cheap  sand-house,  where  a 


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ij"-"    1 

§. 

Ct 

*i 

•a 

« 

■b 

4 

1 

© 

1 

Fit;.  174-  — Ckoss  si'.moN. 


V\>;.   175  — Gi«n\n-ri  AN. 


limited  amount  of  sand  is  used.  The  house  is  a  low  frame  structure,  16  ft.  6  in.  X  14  ft.  6  in.,  with 
an  open  bin,  6  ft.  6  in.  X  14  ft.  6  in.,  adjoining  one  end  of  the  liuilding  for  the  wet  sand.  In  operating 
this  house  the  wet  sand  is  delivered  from  cars  into  the  open  liiii,  and  fr(nn  thence  it  is  shovelled,  as 
recjuired,  through  an  opening  in  the  side  of  the  building  into  an  interior  storage-bin  for  wet  sand.  A 
cast-iron  sand-drying  stove  is  located  in  the  middle  of  the  house,  which  is  filled  from  the  wet-sand  bin. 
As  the  sand  dries,  it  drojis  to  the  floor  through  openings  in  the  sides  of  the  stove,  from  where  il  is 
thrown  on  a  screen  placed  over  the  dry-sand  bin  at  the  other  end  of  the  buikling.  The  enginemen 
are  required  to  enter  the  house  and  fill  their  buckets  with  sand  directly  fr(nn  the  dry-sand  bin. 

The  frame  is  10  ft.  high  on  the  front  of  the  building  and  9  ft.  on  the  rear.  Tlie  principal  sizes  are 
as  follows  :  sills,  4  in.  X  6  in.  ;  jdates,  4  in.  X  4  in.  ;  corner  and  door  studs,  4  in.  X  4  in.  ;  inter- 
mediatt;   studding,  3  in.  X  4  in.,  spaced   about    18   in.  ;  nailers,  3  in,  X  4  in.  ;  rafters,  3   in.  X  6  in.; 


SAiYD-HOUSES. 


7S 


posts  for  bin  ]inrtitions,  3  in.  X  4  in.  ;  rails  for  bin  partitions,  4  m.  X  6  in.  ;  floor  in  liins,  2  in.  ;  out- 
side sheatiiing,  J-in.  vertical  boards  with  battens  ;  roof-sheathing,  J-in.  boards,  covered  with  tin. 

While,  as  stated  above,  this  is  a  representative  design  for  a  cheap  sand-house,  it  could  be  im- 
proved by  roofing  over  the  outer  wet-sand  l)in,  and  the  second  handling  of  the  wet  sand  from  the 
outside  bin  to  the  interior  one  sliould  be  avoided. 

Si7i/i/-/i(>i/st\  Atiiiisoii,  Topcka  c^  Santa  Fc  Railroad. — The  sand-house  in  use  on  the  Atchison, 
Topeka  iS:  Santa  Fe  Railroad,  shown  in  Figs.  176  to  17S,  prepared  from  data  furnished  by  Mr.  J.  M. 


Fig.  17^). — Front  Elevatiov. 


Fig.  177. — Cross-section. 


1  ^  L.:.-J  " 


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Coj/  S/'/i 


^ 


iJ        a       -» » 


I— I-*— ^lf-4j-iL-o 


^__^^2~ 


Dry  <S,fni^  B/n     • 


Meade,  Assistant  Engineer,  A.,  T.  &  S.  F.  R.  R.,  is  built  on  a  similar  plan  to  the  foregoing  one,  except- 
ing that  it  is  on  a  larger  scale  and  is  arranged  for  two  sand-drying  stoves.  The  building  is  a  one-story 
frame  structure,  16  ft.  X  28  ft.  and  9  ft.  high  from 
sill  to  plate,  with  a  double-pitched  roof.  The  wet 
sand  is  shovelled  from  cars  through  an  opening  in 
the  side  of  the  house  into  the  wet-sand  bin,  which 
is  6  ft.  wide  and  16  ft.  long.  From  this  bin  the  sand 
is  fed  to  the  sand-drying  stoves  as  fast  as  required, 
and  when  dry  the  sand  is  thrown  over  a  sand-screen, 
from  where  it  is  put  into  the  dry-sand  bin  facing 
the  track  travelled  by  the  engines.  The  floor  of 
the  dry-sand  bin  is  inclined  so  as  to  form  a  hoi^per, 
the  sand  being  drawn  on  the  outside  of  the  build- 
ing through  a  funnel-shaped  apjiliance  with  a  stop- 
gate.  A  bin  to  keep  the  supply  of  coal  required  for 
the  stoves  is  located  in  one  corner  of  the  house. 
The  arrangement  of  the  screen  for  screening  the 
sand  is  noteworthy.  Its  upper  end  is  hinged  to  the 
side  of  the  building  on  a  level  with  the  sill  of  a 
small  window,  and  its  lower  end  is  provided  with  a 
recess  or  pocket  to  catch  stones  and  rubbish  that 
do  not  pass  through  the  screen.  By  means  of  a  rope  running  over  a  pulley  in  the  roof  of  the  building 
and  attached  to  the  lower  end  of  the  screen,  the  latter  is  raised  antl  the  accumulated  rubbish  in  tlic 
pocket  discharged  through  the  window  without  extra  handling. 

The  principal  sizes  used  are  as  follows  :  sills,  6  in.  X  6  in.  ;  studs,  2  in.  X  6  in.,  sjiaccd  24  in.  ; 
plates,  2  in.  X  6  in.  ;  floor-joists,  2  in.  X  12  in.,  s])aced  16  in.  ;  floor,  2-in.  plank  ;  rafters,  2  in.  X  4 
in.,  spaced  28  in.  ;  lining  of  wet-sand  bin,  i-in.  boards  ;  lining  of  dry-sand  bin,  i-in.  boards  and  No. 
II  tank-iron  ;   lining  of  coal-bin,  2-in.  plank. 

The  interior  arrangement  of  this  building  is  very  well  planned,  with  the  exception  of  the  location 
of  the  sand-screen,  which  should  be  nearer  the  dry-sand  bin,  so  as  to  avoid  cross  movements  and 
extra  handling  of  the  sand  in  its  passage  from  the  wet  to  the  dry-sand  bin,  unless  the  wet  sand  is 
screened  before  being  [lut  in  the  driers,  in  which  case  the  location  of  the  screen  is  all  right. 


Fio.   178. — GRorNn-ri..\N. 


76 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


r^=? 


Saiui-lwusc  at  I'erth  Aml'oy,  N.  J.,  Lehigh  Valley  Railroad.  — '\\\^  sand-liouse  of  ihu  Lehigh 
Valley  Railroad  at  Perth   Amboy,  N.  J.,  shown    in    Fig.  179  is  a  one-story  frame  struciure,  54  ft.  X 

20  ft.,  built  under  the  tail  track  of  the  engine 
coaling  trestle  at  that  point.  Tlie  house  is  divided 
into  three  compartments — one  for  the  storage  of 
wet  sand,  the  middle  one  for  the  cast-iron  sand- 
drying  stoves,  of  which  there  are  four,  and  an  end 
CiVmp-vtment  for  the  storage  of  the  dry  sand.  The 
sand  is  dropped  from  hopper-cars,  or  shovelled  off 
Fig.  179.— Ground-plan.  sideways  from  flat  cars,  through  hatches  in  the  roof 

into  the  wet-sand  bin.  The  sand  is  then  shovelled  or  wheeled  through  an  opening  in  the  partition 
wall  to  the  sand-drying  stoves.  The  dried  sand  drops  on  the  floor  around  the  stoves  and  is  thrown  on 
a  screen  placed  over  the  dry-sand  bin.  A  small  door  and  platform  are  provided  at  the  end  of  the 
dry-sand  bin  on  the  side  of  the  house  ne.\t  to  the  track.  The  enginemen  step  off  from  the  footboard 
of  the  engine,  enter  the  house,  and  take  sand  directly  from  the  bin,  or,  in  busy  times,  buckets  of  sand 
are  kept  on  the  platform  to  give  quicker  dispatch  to  the  engines. 

As  regards  economy  of  labor,  compactness  of  design,  and  cheapness  of  construction,  this  house 
is  one  of  the  best  known  to  the  author.  It  would  be  an  improvement  to  have  the  same  arrange- 
ment of  the  screen  over  the  dry-sand  bin  as  used  in  the  sand-house  of  the  Atchison,  Topeka  &  Santa 
Fe  Railroad,  described  above,  so  as  to  discharge  the  refuse  and  gravel  outside  of  the  house  instead 
of  on  the  floor  of  the  sand-drying  room  in  front  of  the  dry-sand  bin. 

Saiid-hoiisc  Design,  Fhiladclphia  6-  Reading  Railroad. — A  sand-house  design  made  for  the  Phil- 
adelphia &  Reading  Railroad,  shown  in  Fig.  180,  represents  a  frame  building,  16  ft.  X  16  ft.  and  about 
18  ft.  high.  In  the  centre  of  the  building  there  is 
an  iron  sand-drying  stove  with  a  large  drum  on  top 
reaching  up  into  a  wet-sand  bin  located  overhead. 
An  ordinary  stove-pipe  or  funnel  is  connected  with 
the  drum  and  projects  up  through  the  roof,  it  being 
the  intention  to  utilize  the  heat  of  the  gases  ascend- 
ing from  the  stove  to  effect  a  preliminary  warming 
or  drying  of  the  sand,  before  it  drops  automatically 
into  the  large  shallow  drying-pan  encircling  the 
stove,  as  fast  as  the  dry  sand  is  drawn  from  the 
pan.  While  in  this  plan  there  is  no  labor  connected 
with  the  placing  of  the  wet  sand  in  the  drying-pan, 
there  is  extra  labor  connected  with  placing  the  sand 
in  the  elevated  bin,  unless  dumped  from  an  elevated 
track.  To  allow  the  entire  contents  of  the  bin  to 
run  automatically  into  the  drum,  the  floor  of  the  bin 
should  be  hopper-shaped.  This  design  is  interest- 
ing, however,  as  marking  a  step  in  the  development 
of  sand-houses,  but  it  is  costly,  and  not  to  be 
specially  recommended. 

Sand-house  at  Burlington,  III.,  Chicago,  Bur- 
lington !s'  Quincy  Railroad. — The  sand-house  of  the 
Chicago,  Burlington  &  Quincy  Railroad,  illustrated 
and  described  in  the  Railroad  Gazette  of  July  22,  1887,  is  a  brick  structure  of  considerable  proportions, 
divided  into  a  wet-sand  store,  50  ft.  long  by  an  average  width  of  29  ft.,  and  a  dry-sand  tower,  19  ft 
X  19  ft.  The  height  of  the  sand-store  is  about  24  ft.  to  the  eaves,  and  that  of  the  tower  about. 
33  ft.  In  operating  the  house,  the  wet  sand  is  run  into  the  w-et-sand  store  in  cars  on  a  trestle  track, 
and  dumped  from  hopper-cars  or  shovelled  off  into  store.  The  wet  sand  is  wheeled,  as  required, 
from  the  store  to  driers  of  the  steam-pipe  trough  pattern  situated  on  the  floor  of  the  dry-sand 
tower.      The  dried  sand  drops  from  the  troughs  into  a  hoii])er  leading  to  the  foot  of  a  bucket  elevator 


.^/; 


Fig.  iSo. — Cross-skction. 


SA  ND-HO  USES.  7  7 

operated  by  hand,  wliiih  conveys  ihe  sand  inlo  a  hoiiper-shaped  dry-sand  bin  occupjing  the  lop  of 
tlie  tower.  From  tliis  elevated  storage-bin  tlie  sand  is  drawn  through  spouts  directly  into  the  sand- 
box of  the  engine,  similarly  to  the  manner  that  water  is  drawn  from  a  water-tank  through  a  goose- 
neck, or  grain  is  spouted  from  a  grain-elevator  into  boats  or  cars.  The  walls  of  the  building  are  tied 
together  by  rods.  The  store-room  is  designed  so  as  to  be  able  to  give  good  ventilation  over  the 
sand-pile.  The  trapezoidal  shape  of  the  store-house  is  due  to  local  circumstances,  the  building 
being  located  between  two  converging  tracks  leading  to  an  engine-house.  Tiie  dry-sand  bin  in 
the  tower  is  arranged  so  as  to  deliver  sand  to  engines  on  either  track.  For  some  reason,  the  steam- 
pipe  trough-driers  originally  intended  to  be  used  were  replaced  by  cast-iron  sand-drying  stoves  when 
the  building  was  put  into  operation,  the  other  arrangements  of  the  building  remaining  the  same. 
The  valve  at  the  end  of  the  sand-delivery  spout  is  an  ingenious  arrangement,  consisting  of  a 
copper  bucket  hung  on  a  pivot  bar  strapped  to  the  pipe  by  a  wrought-iron  band.  When  the  bucket 
hangs  freely  from  the  pivot,  the  sand  runs  from  the  pipe  until  it  fills  the  bucket  sufficiently  to  clog 
the  mouth  of  the  pipe,  thus  stopping  the  flow.  To  open  the  valve,  it  is  simply  necessary  to  swing 
the  bucket  upwards,  and  to  hold  it  in  that  position  so  long  as  it  is  desired  to  draw  sand;  on  being 
released  the  bucket  drops  and  shuts  off  the  flow.  The  track  inside  the  house  is  a  continuation  of 
the  tail  track  of  a  coal-chute  trestle  at  that  point. 

Where  large  quantities  of  sand  have  to  be  handled,  and  the  quick  dispatch  of  engines  is  impor- 
tant, the  general  system  embodied  in  this  plant  can  be  recommended,  although  the  building  need 
not  be  made  as  substantial  as  in  the  case  described. 

Sand-house  at  Columbus,  O.,  Pittsburgh,  Cincinnati  is'  St.  Louis  Raihoay. — The  sand-house  of  the 
Pittsburgh,  Cincinnati  &  St.  Louis  Railway,  plans  for  which  were  published  in  the  Railroad  Gazette  of 
April  22,  1887,  is  divided  into  an  open  frame  shed,  60  ft.  X  43  ft.,  for  the  storage  of  the  wet  sand, 
and  a  brick  dry-sand  house,  31  ft.  X  43  ft.  The  shed  is  15  ft.  high  from  sill  to  plate,  and  the  brick 
building  is  21  ft.  high  from  ground  to  the  eaves.  The  system  of  operation  is  to  shovel  the  wet  sand 
into  the  store-house  through  the  sides  of  the  shed,  whence  it  is  wheeled  through  a  door  in  the 
back  wall  of  the  brick  dry-sand  house  to  the  driers,  which  are  located  on  the  floor  of  the  brick 
house,  and  consist  of  wrought-iron  troughs,  traversed  by  several  rows  of  steam-pipes,  about  2\  in. 
apart.  The  wet  sand  is  thrown  into  the  trough,  and  is  held  by  the  pipes  while  it  is  wet.  As  it  dries, 
it  gradually  descends  between  the  pipes  till  it  drops  to  the  floor.  It  is  then  screened  and  shovelled 
into  the  dry-sand  bin,  located  on  the  ground-floor  of  the  house,  whence  enginemen  take  the  sand 
as  they  require  it. 

The  sides  of  the  shed  are  sheathed  for  6  ft.  from  the  ground.  Above  this  movable  shutters  are 
provided,  so  that  the  sides  of  the  shed  can  be  closed  or  thrown  open  according  to  the  state  of  the 
weather.  The  floor  of  this  shed  is  paved  with  brick,  set  loosely  on  edge,  tile-drains  underneath  the 
paving  providing  ample  drainage.  The  principal  timbers  used  are  as  follows:  sills,  8  in.  X  8  in.; 
plates,  8  in.  X  8  in.;  posts,  8  in.  X  8  in.;  knee-braces,  6  in.  X  6  in.;  corbels,  6  in.  X  8  in.;  inside 
sheathing,  2  in.;  outside  braces  at  foot  of  posts,  6  in.  X  6  in.;  roof-trusses,  spaced  about  9  ft.  6  in. 
apart;  tie-beams,  8  in.  X  8  in.;  principal  rafters,  6  in.  X  8  in.;  braces,  4  in.  X  6  in.;  purlins,  6  in.  X 
8  in.;  common  rafters,  2  in.  X  4  in.  The  brick  dry-sand  house  has  13-in.  walls,  with  17-in.  pilasters; 
the  floor  is  built  of  cement,  and  the  rcof -trusses  are  the  same  as  those  in  the  store-house. 

The  wet-sand  house  is  stated  to  be  of  sufficient  capacity  to  hold  a  supply  for  the  four  winter 
months,  tlie  average  consumption  in  those  months  being  about  17  car-loads  per  month. 

Sand-house  Design  for  Lehigh  Valley  Railroad— A  sand-house  designed  for  the  Lehigh  Valley 
Railroad,  shown  in  Figs.  181  and  182,  represents  a  good  combination  of  the  jirincijial  requirements 
of  a  large  sand-house,  utilizing  some  of  the  distinctive  elements  of  the  sand-houses  at  Burlington,  111., 
and  at  Columbus,  O.  The  building  is  divided  into  a  storage-house,  50  ft.  X  16  ft.,  and  a  dry-sand 
house,  16  ft.  X  18  ft.  The  entire  building  can  be  a  frame  structure,  or  the  store-house  can  be  a 
frame  shed  with  a  more  substantially  constructed  dry-sand  house.  The  method  of  operating  the 
house  is  to  shovel  the  sand  from  cars  through  the  sides  of  the  storage-shed  into  store.  The  sand  is 
then  wheeled,  as  required,  to  the  sand-driers  on  the  lower  floor  of  the  dry-sand  tower.  After  drying 
and  screening,  the  sand  is  thrown  into  a  hopper  and  hoisted  by  a  luu:ket  elevator,  operated  by  hand, 
to  a  dry-storage  bin  in  the  upper  part  of  the   tower.      This  bin  is  hopper-shaped,  and  allows  sand  to 


78 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS 


bt  spouted  directl)'  to  llit-  sand-box  of  an  engine  on  cither  side  of  tlie  tower.  Small  bins  for  the 
storage  of  coal  used  for  the  drying  process  are  located  between  the  sand-store  and  the  tower.  TJiis 
style  of  sand-house  is  especially  economical  where  large  amounts  of  sand  have  to  be  handled.  Where 
it  is  feasible,  the  location  of  the  house  at  the  end  of  the  tail  track  of  a  coal  trestle  is  desirable  to 
decrease  the  labor  of  storing  the  wet  sand. 


GEECEEECEtt 


1 

.  ■         ■        ■         ■        ■        ■ 

J                   K[lhTil|i|M 

1 

Wet  ■SanJ  <S/ar^^e 

]  X. 

Fig.  i8i. — Longitudinai.  Sfxtion'. 


Fig.  182. — Ground  plan. 


Sand-lwtisc  at  Crcssona,  T,i.,  Philadelphia  &-•  Reading  Rail/dad- — Tiie  sand-house  of  the  Phila- 
delphia &  Reading  Railroad,  at  Cressona,  Pa.,  shown  in  a  general  way  in  Figs.  183  and  184,  represents 
a  method  of  drying  sand  by  means  of  arched  brick  flues  under  the  sand-pile,  with  fires  at  one  end  and 
connected  at  the  other  with  a  stack.  The  wet  sand  is  dumped  on  the  flues  from  overhead  trestling, 
and  the  fires  then  started  and  maintained  until  the  sand-pile  has  been  thoroughly  heated  throughout. 
The  flues  are  about  3  ft.  wide  and  40  ft.  long.  Alongside  of  each  flue  is  a  similarly  built  archway 
under  the  sand-pile,  by  means  of  which  sand  is  drawn  into  wheelbarrows  through  openings  in  the 
arch,  thus  allowing  the  bulk  of  the  sand  in  the  pile  to  be  drawn  out  without  shovelling.  The  sand- 
pile  is  protected  from  the  weather  by  a  shed  built  over  it. 


Fig.  183. — ("ross-sf.ci  ION. 


Fig.  184.  —  Front  Ei.icvation. 


Saiid-diicr  at  CoiiiiciiKiiigli,  Pa,  Peni/sylvaiiia  Rdiln>ad. — The  sand-drier  of  the  Pennsylvania  Rail- 
road, in  use  at  Connemaugh,  Pa.,  published  in  Engineeri/ig,  June  29,  1877,  and  in  the  book  "The 
Pennsylvania  Railroad,"  by  James  Dredge,  follows  a  system  of  drying  sand  with  a  wrought-iron  cylin- 
der, 2  ft.  in  diameter  and  10  ft.  9J-  in.  long,  inclosed  in  brickwork.  The  cylinder  is  covered  with 
No.  9  sheet-iron  for  a  length  of  8  ft.  8i  in.,  and  the  remainder  with  wire  netting  of  three  meshes  to 
the  inch.  This  cylinder  is  mounted  on  a  2-in.  s(iuare  shaft  and  set  at  an  angle  over  a  furnace.  At 
the  upjjcr  end  the  shaft  revolves  in  an  ordinary  bearing,  and  at  llie  lower  end  in  a  bearing  consisting 
of  two  cast-iron  anti-friction  rollers  carried  on  a  wrought-iron  bracket,  the  shaft  resting  on  a  steel 
set-screw.     The  sand  is  fed  into  the  upper  end  of  the  slowly  revolving  cylinder  and,  in  descending, 


SAAJ)-jyOC/S/''.S.  79 


e 


is  eypo"ed  lo  ihr  heal  of  llu-  liot  gases  from  llio  fiuiiaci-,      'I'lic  sand  is  dry  by  the  lime  it  reaches  ill 
open  wirework  portion  of  the  i  yUnder,  and  drops  throuij;h  the  network  to  an  inclined  delivery  chute. 

S.ui(/-li(>iisf  al  Weatlu-rly,  Pa.,  Lf/iigh  Valh'y  J\aili<^ad.  I'he  sand-house  of  the  I.ehigh  Valley 
Railroad  at  Weatherly,  Pa.,  is  a  very  simple  and  substantial  structure,  in  which  the  sand  is  dried  in 
bulk  by  means  of  flues  built  under  the  floor  of  the  house.  'The  building  is  of  stone,  20  ft.  X  30  ft. 
out  to  out,  and  about  10  ft.  high  from  ground  to  eaves.  It  is  located  at  the  end  of  the  tail  track  of 
a  coal-chute  trestle,  and  the  sand  is  dumped  into  store  through  hatches  in  the  roof.  Four  transverse 
flues  are  built  under  the  floor  connecting  with  a  large  longitudinal  flue,  which  opens  into  a  chimn-jy 
at  each  gable  end  of  the  house.  The  house  is  fdled  about  once  a  month,  and  the  fires  maintained 
for  about  a  week,  sufificing  to  heat  the  entire  contents.  About  three  tons  of  refuse  coal  fro"i  the  coal- 
duni])  is  used  per  month.  The  storage  capacity  of  the  house  is  about  70  tons  of  sand.  In  tlie  winter 
months  about  35  tons  are  used  monthly,  which  amount  keeps  15  heavy  grade  engines  supplied  with 
sand. 

This  system  is  simple,  very  economical,  and  liable  to  run  for  years  without  rejiairs.  It  is  claimed, 
however,  that  the  sand  is  not  dried  uniformly  througliout  the  pile,  and  that  the  sand  nearest  the  flues 
is  seorciied  and  rendered  lifeless,  iiut  the  fact  that  this  iiouse  has  been  operated  successfully  for 
years  at  the  foot  of  a  heavy  grade  on  a  much-travelled  road  would  seem  to  justify  the  conclusion  that 
the  system  of  drying  sand  by  flues  underneath  the  sand  pile  is  not  to  be  considered  an  absolute 
failure.  If  the  depth  of  the  sand  pile  were  reduced  and  the  flues  carried  up  through  the  |)ile,  so  as 
to  distribute  the  heat  more  uniforml)-,  better  results  could  be  expected. 

Dcsi;^n  for  Sand-house,  Lehigh  Valley  Railroad. — A  design  for  a  sand-house  on  the  Lehigh  ^'alley 
Railroad  contemplated  utilizing  the  general  features  embodied  in  the  Weatherly  sand-house  of  the 
same  road,  as  described  above,  with  the  improvement  of  decreasing  the  depth  of  the  sand  overlying 
the  flues  during  the  heating  jjrocess,  so  as  to  be  able  to  reduce  the  degree  of  heat  required  and  secure 
greater  uniformity  in  drying.  The  sand  after  being  dried  in  small  batches  on  top  of  the  flues  is 
removed  to  a  dry-sand  storage  bin  on  the  ground-floor  or  elevated,  as  desired.  The  building  has 
three  compartments,  one  for  wet  sand,  the  middle  one  for  the  drying  process,  and  the  tliird  one  for 
the  dry-sand  storage  bin.  A  small  boiler  connected  with  a  steam-pijie  coil  system  is  provided  to  dry 
the  air  in  the  dry-sand  store  on  damp  days,  and  also  to  effect  a  preliminary  drying  of  the  wet  sand. 
Two  flues  are  located  under  the  floor  of  the  drying-room,  fired  at  one  end  from  the  outside  of  th', 
building,  and  connected  with  a  stack. 

Sand-house,  at  Washington,  D.  C,  Pennsvlvania  Railroad. — The  sand-house  of  the  Pennsylvanis 
Railroad  at  Washington,  U.  C,  shown  in  Figs.  185  to  188,  is  a  brick  building,  with  wooden  roof- 
trusses,  and  roofed  with  galvanized  corrugated  iron.  The  sand-house  is  condjined  with  an  oil-stort:ge 
house  in  one  building,  the  entire  building  being  20  ft.  X  65  ft.;  the  part  devoted  to  the  sand-supply 
business  is  30  ft.  X  20  ft.,  to  the  oil-storage  business  25  ft.  X  20  ft.,  while  the  balance  of  the  space 
is  used  for  an  ofifice.  There  is  a  wet-sand  storage  room,  13  ft.  6  in.  X  18  ft.,  and  a  sand-drying  room, 
14  ft.  X  18  ft.  The  wet  sand  is  shovelled  from  cars  into  the  wet-sand  store  through  openings  on  one 
side  of  the  room.  The  walls  of  this  room  are  tied  together  by  iron  rods,  J  in.  in  diameter.  A  door 
leads  from  the  wet-sand  room  to  the  sand-drying  room.  In  the  latter  room  there  is,  directly  opposite 
tlie  door  from  the  wet-sand  room,  a  sand-drying  stove  of  the  Pennsylvania  Railroad  standard.  On  the 
otlier  side  of  the  sand-drying  room  there  is  a  hopper-shaped  dry-sand  bin  with  a  screen  over  it  for 
screening  the  sand  as  it  is  transferred  from  the  sand-stove  to  the  bin.  The  refuse  and  screenings 
drop  to  the  floor  between  the  bin  and  the  stove,  and  have  to  be  collected  and  wheeled  out  of  the 
house.  Enginemen  enter  the  room  by  tlie  door  on  the  track  side  of  tlie  house,  and  draw  the  sand 
from  a  trap-door  at  the  lower  end  of  the  dry-sand  bin. 

The  foundations  of  the  building  are  stone  walls,  18  in.  thick.  The  side  walls  are  brick,  12  in. 
thick.  The  roof-trusses  consist  of  4-in.  X  6-in.  tie-beams;  4-in.  X  6-in.  jirincipal  rafters;  3-in.  X  4-in. 
struts  ;  f-in.  diameter  king-rod  ;  and  3-in.  X  S-in.  purlins.  The  door  between  tlie  sand-store  and 
the  drying-room  is  3  ft.  X  7  ft.  6  in.  l"he  outside  entrance  door  is  3  ft.  6  in.  X  7  ft.  6  in.,  with 
transom  overhead.  The  windows  are  3  ft.  5  in.  X  6  ft.  2  in.  The  delivery  openings  for  the  sand  in 
the  side  of  the  building  are  3  ft.  6  in.  X  6  ft.  The  dry-sand  bin  is  10  ft.  X  7  ft.  The  screen  is 
4  ft.  X^  ft.     There  is  a  1051  v red  ventilator  at  the  peak  of  the  roof  for  ventilation. 


So  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS 

The   hal.ince  of  the   building  is   used   as   an   oil-storage  house;   it  is  described  in  the  chajjler 
oil-storage  houses,  and  illustrated  in  Figs.  201  to  204. 


Fig.   1S5. — From  I    ELevation. 


Fig.   186. — LoNGiiuuiNAi,  Skciion. 


Fig.  187.  — Ckoss-seciion. 


Fig.  188. — Ground-plan. 


OIL-STORAGE  HOUSES.  81 


CHAPTER    XII. 

OIL-STORAGE    HOUSES. 

Oll.-S  TokAUK  houses  arc  required  on  railroads  to  sLorc  the  oils  employed  lo  lubricate 
engines,  cars,  and  shop  machincr)-,  or  used  in  engine  headlights,  signal-lanii)s,  switcli-lami)s, 
etc.,  or  for  lighting  cars,  station-buildings,  and  station-grounds.  Oil-storage  houses  serve  for 
the  storage  of  the  oils  as  received  ready  for  use  from  oil  works  or  dealers.  The  process  of 
mixing  the  crude  oils,  where  done  by  the  railroad  company,  is  conducted  in  so-called  oil- 
mixing  houses,  which  will  be  discussed  separately.  Storage-houses  can  be  subdivided  into 
general  store-houses  and  supply-houses.  In  store-houses  the  oil  is  shipped  from  stock  to 
different  points  along  the  line  in  barrels,  iron  drums,  or  large  cans.  In  su[)pl\--houses  provi- 
sion is  made  for  dealing  out  the  current  supply  in  small  quantities,  the  oils  being  drawn  either 
by  a  special  attendant  or  directly  by  the  enginemen,  trainmen,  shopmen,  or  roadmen,  as 
required.  While  the  above  classification  and  division  of  oil-houses  are  correct,  and.  as  a  rule, 
clearl)'  defineil  in  practice,  there  are  a  large  number  of  cases  where  the  distinctive  features  of 
several  of  them  are  merged  and  contained  in  the  same  building. 

Any  structure  or  shed  alongside  a  track  offering  space  for  the  storage  of  barrels  under 
cover  will  answer  for  a  general  store-house,  A  platform  or  skills  for  facilitating  the  handling 
of  barrels  to  and  from  cars  should  be  provided,  and  good  ventilation  is  essential.  It  is  also 
desirable  to  make  proper  j^rovision  (by  suitable  trestling  or  troughs  inside  the  liouse),  to 
allow  oils  to  be  transferred  from  damaged  barrels  to  good  ones,  or  to  be  drawn  into  iron 
drums  or  lar<^e  cans  for  shipment  over  the  road.  The  location  of  the  structure  and  the 
question  as  to  how  far  it  should  be  made  firc-proof,  are  entirely  dependent  on  local  circum- 
stances and  individual  views  in  each  case. 

Oil-storage  houses  to  be  used  as  suppK'-houses  for  the  current  suppl)-  required  in  the 
vicinit)'  call  for  a  number  of  si)ecial  features  in  their  construction  and  operation,  which,  col- 
lectively, tend  to  make  a  good  design.  The  oils  are  usually  received  in  barrels,  casks,  or  iron 
drums,  which  are  either  placed  on  a  raised  shelf  or  trestling,  tapped  and  the  oil  drawn  as 
required,  or  the  contents  arc  emptied  at  once  into  large  iron  tanks,  from  which  the  current 
supply  is  taken.      The  latter  methoil  is  preferable  where  large  amounts  of  oil  are  used. 

In  the  first  case  the  interior  arrangements  of  the  building  are  very  simple,  consisting  of  a 
raised  shelf,  bench-wall,  or  trestling  for  holding  the  barrels  above  the  floor,  with  drij)-bo.\es 
or  drains  underneath  to  catch  any  drippings  from  the  faucets. 

In  case  the  oil  is  emptied  into  large  tanks,  suitable  arrangements  should  be  made  for 
lifting  the  barrels  on  top  of  the  tanks.     The  tanks  should   be   set   some   distance  above   the 


82  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

level  of  the  floor  to  allow  oil  to  be  drawn  from  tlicm.  It  is,  therefore,  customary  to  put  the 
tanks  in  a  basement,  the  floor  of  which  is  sunk  below  the  general  yard  level,  with  an  upper 
story  above  it,  from  which  the  oils  are  dumped  through  holes  in  the  floor  into  tlic  tanks 
below.  The  barrels  are  either  hoisted  to  the  iip[)Lr  floor  by  suitable  appliances,  or  rolled 
up  an  incline.  This  second  floor  is  very  useful  to  keep  barrelled  oil  in  excess  of  the  tankage 
capacity  of  the  house,  and  is  also  employed  to  store  waste,  tallow,  and  other  similar  supplies. 
Where  a  second  floor  is  not  desiretl,  the  barrels  are  hauled  up  skids  with  ropes  on  to  runways 
of  (_)kl  iron  rails  on  top  of  the  tanks,  and  the  oil  discharged.  When  tlie  amount  of  oil  used 
is  small,  and  shipments  are  made  into  store  onl)-  at  long  intervals,  tlie  erection  of  a  two-story 
building  is  not  advisable,  unless  the  additional  storage  space  is  desired. 

Some  oils,  especially  those  required  for  lighting  purposes  and  lubricating  car-journals, 
where  used  in  large  amounts,  are  usually  received  in  tank-cars,  in  which  case  large  storage- 
tanks  are  placed  in  a  cellar  below  or  to  one  side  of  the  building.  The  oil  can  lluis  bj.  dis- 
charged from  the  tank  cars  into  the  storage-tanks  by  gravity  through  a  pipe  with  jjroper 
goose-neck,  hose,  and  valve  connections.  It  is  then  usually  pumped,  as  required,  into  a 
smaller  set  of  tanks,  called  suppl)'-tanks,  appropriately  located  in  the  main  building  with  the 
tanks  for  barrelled  oil.  The  tank  cars  could  be  run  up  an  incline  and  the  oil  discharged 
directly  into  the  regular  suppl)'-tanks ;  but  the  former  method  has  the  advantage  of  keeping 
the  bulk  of  the  stock  in  a  separate,  closed  compartment,  and  docs  not  require  unusually  large 
supply  tanks  inside  the  main  building. 

The  location  of  an  oil-storage  house  for  dealing  out  the  current  suppl)-  of  oil  should  be 
preferabl}'  alongside  a  track  leading  to  or  from  an  engine-house,  coaling  or  water  system,  or 
facing  an\'  track  that  engines  usuall)'  take  when  coming  in  from  or  preparing  to  start  out  on 
a  run,  so  tliat  they  need  not  go  out  of  their  way  to  get  their  supply  of  oil.  As  a  rule,  the 
question  of  supplying  oil  promptly  to  engines  will  control  the  location,  although  in  certain 
cases  the  wants  of  the  car  service  or  shop  department  will  have  preference. 

Where  the  circumstances  warrant,  it  is  desirable  to  have  a  special  attendant  to  look  after 
the  house  and  deal  out  the  supplies,  thus  obviating  man}'  objectionable  featiu'es,  which  would 
be  brought  into  prominence  in  case  any  one  of  the  company's  employes  could  enter  and  draw 
oil  at  will.  Where  a  special  attendant  is  employed,  the  men  pass  their  cans  over  a  railing  or 
through  a  small  window,  and  the  oil,  waste,  tallow,  and  other  supplies  the}-  ma}'  require  is 
iK'.nded  to  tliL-m.  It  is  customar}'  for  the  da}'  man  to  draw  the  m'ght  suppl}' into  sejjarate  cans 
and  set  them  in  a  small  inclosure  or  on  a  shelf  outside  of  the  main  buikling  or  immediate!}' 
inside  the  entrance,  unless  the  business  is  heavy  enough  to  warrant  a  special  night  attendant. 

In  large  yards  or  shop  .systems,  small  branch  oil-shanties  are  established  at  different 
points  for  the  convenience  of  car-inspectors  and  shop-hands,  the  suppl}'  being  sent  from  the 
main  oil-house  in  large  cans  or  drums.  These  buildings  are  usualK'  small  frame  structures, 
sheathed  and  roofed  v,  ith  coi'rugated  iron.  The  interior  is  fitted  up  with  shelves  or  trestles 
for  the  oil-cans,  bins  for  holding  waste,  and  racks,  pigeon-holes,  and  shelves  for  miscellaneous 
supplies  and  car  inspectors'    tools. 

In  cold  weather  the  oils  in  a  supph'-hovise  must  be  heated,  to  render  them  sufficiently 
fluid  to  run  ])roperly  in  discharging  from  barrels  into  the  supply-tanks,  or  in  drawing  oils. 
Where  the  stock  carried  in  the  house  is  very  small,  a  stove  is  used,  either  in   the  same  .space, 


OIL-STORAOK   HOUSES. 


83 


or  in  an  adjoining  room,  the* partition  wall  being  eitlier  perforated  or  else  cut  away  back 
of  the  stove,  and  the  opening  closeil  with  wire  netting  or  iron  bars.  Where  the  stock  is 
large,  and  the  danger  and  loss  to  neighboring  structures  in  case  of  a  tire  woukl  be  consider- 
able, steam-heat  shoukl  lie  introiluced,  the  steam  being  supi)licd  from  a  special  boiler,  located 
in  an  annex  to  the  building,  or  in  a  separate  building,  or  supplied  from  stationary  boilers  in 
use  in  the  vicinit)\  Where  the  oil  is  dumped  from  a  second  floor,  it  is  customary  to  have 
steam-coils  on  that  side  of  the  room  along  which  the  barrels  arc  placed  before  being  emptied, 
while  barrels  not  to  be  used  immediately  arc  kept  on  the  cool  side  of  the  room.  Steam-coils 
arrangetl  along  the  walls  back  of  the  supply-tanks  serve  to  heat  the  contents  of  the  latter. 
As  different  oils  require  varying  degrees  of  heat,  it  is  best  to  put  steam-coils  mainly  back  of 
the  tanks  with  the  heavy  oils,  the  general  temperature  of  the  room  or  a  smaller  number  of 
coils  sufficing  to  keep  the  lighter  oils  at  the  proper  temperature. 

The  following  general  remarks  apply  to  all  classes  of  oil-houses.  It  is  essential  to  keep  the 
main  stock,  so  far  as  possible,  isolated  from  the  room  where  the  men  enter  to  draw  supplies. 
The  most  scrupulous  cleanliness  is  requisite  to  reduce  the  danger  from  fire,  and  the  fire  service 
provisions  shoukl  be  the  best  obtainable.  No  open  lights  should  be  allowed  in  the  building  ; 
the  lighting  should  be  done  by  electricity,  if  feasible,  or  by  lamps  with  reflectors,  arranged  in 
recesses  in  the  outsiile  wall,  the  recess  being  closed  on  the  inside  of  the  house  with  a  fixed 
glass  panel  and  on  the  outside  with  a  small  door.  A  fireproof  construction  of  the  building  is 
desirable  at  all  important  locations. 

The  following  descriptions  of  oil-storage  houses  in  actual  use  will  be  of  value  in  connec- 
tion with  the  above  general  remarks  on  the  subject. 


Fraiiu'  Oil  and  Waste  Stoiage  Shed  at  Perth  Aiiihoy,  N.  /■,  fe/iii;h  Vallcv  Railroad.  —  In  connection 
with    a    large    oil-mixing    j)lant    at    Perth    ,'\mboy,    N.  J.,  the 
Lehigh    \'alley    Railroad   has  a  frame   oil   and   waste   storage 
shed,  shown  in  Fig.  189,  which  can  serve  as  an  illustration  of 
a  cheap  storage  shed. 

The  building  is  a  one-story  frame  structure,  100  ft.  X  38 
ft.,  divided  into  two  rooms,  the  one  for  storage  of  oils  in 
barrels,  and  the  other  for  storage  of  waste  in  bales.  A  loading 
platform  runs  along  a  track  on  one  side  of  the  house.  The 
floor  consists  of    2-in.   plank   on    mud-sills.     The   building  is  ^'°-  1S9— Cross-section. 

sheathed  and  roofed  with  corrugated  galvanized   iron.     The  roof-trusses  are  spaced    10  ft.  centres. 
The  height  from  floor  to  truss  is  12  ft.  in  clear. 

The  principal  timbers  used  are  as  follows  :  sills,  6  in.  X  8  in.,  on  blocking  ;  posts,  6  in.  X  8  in.  ; 
plates,  6  in.  X  8  in.  :  tie-beams,  two  pieces,  3  in.  X  10  in.  ;  principal  rafters,  two  pieces,  3  in.  X  lo 
in.  ;  truss-braces,  2  in.  X  10  in.  and  2  in.  X  8  in.  ;  purlins,  3  in.  X  6  in.  ;  roof-shenthing,  i-in. 
rough  boards  ;  corbels,  6  in.  X  8  in.  ;  knee-braces,  6  in.  X  6  in.;  studding,  2  in.  X  4  in. 

Brick  Oil-house  at  Perth  Aiii/wy,  M.  /.,  Lehigh  Valley  Railroad. — The  brick  oil-house  of  the 
Lehigh  Valley  Railroad  at  Perth  .Vmboy,  N.  J.,  shown  in  Figs.  190  and  191,  is  a  small  building  with  an 
arched  brick  roof  covered  with  slate,  forming  a  vault,  as  it  were,  in  which  oil  is  stored.  The  building 
is  20  ft.  wide  outside,  17  ft.  6  in.  long,  .nnd  16  ft.  3  in.  high  from  the  ground  to  the  eaves.  The  side 
walls  and  arch  forming  the  roof  are  21  in.  tliick.  The  building  has  two  stories,  the  lower  one  being 
9  ft.  high,  and  the  upjjer  one  8  ft.  6  in.  high  at  the  soffit  of  the  arch.  The  upper  floor  is  carried  by 
three  lo-in.  I-l)eains,  supjiorted  at  the  centre  hy  one  lo-in.  I-beam.  The  lower  story  has  space  for 
seven  oil-tanks,  each  4  ft.  in  diameter  and  6  ft.  high,  set  on  brick  benches.  There  is  a  cast-iron  box 
in  the  upi)er  floor  over  each  tank  witii  a  screen  and   pipe  leading  ti.  the  tank  underneath.     Cast-iron 


84 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN   RAILROADS. 


drip-boxes  are  placed  under  the  faucets  in  front  of  each  tank  to  catch  any  drippings.  Three  small 
steam  coils  runs  along  the  wall  back  of  the  tanks  on  one  side  of  the  house,  which  keep  the  tempera- 
ture, 3S  a  rule,  at    about    60  degrees   Fahr.     'I'he    heavy  oils,  such   as   machine-oil    and  valve-oil,  are 


Tjw"-'-^ 


Fig.  igo. — Cross-section. 


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1 

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rl 

i 

v_.      IL=J 

ff=f           ^ 

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:     0 

r* 

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1 

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0 

H 

3  °  ) 

A 

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^>— ^ 

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Fig.  iqi. — Gkound-tlan. 


placed  in  the  tanks  nearest  the  steam  coils,  while  the  lighter  oils,  as  signal  and  headlight  oil,  are  placed 
in  the  tanks  on  the  opposite  side  of  the  house.     The  lower  story  is  accessible  through  an  iron  door,  so 


Fig.  iy2. — Front  ELEV-ivnoN. 


Fig    193.  —  LoNGiTUDiN;\i,  Section. 


Fig.  194. — Ground-plan. 


OIL-STORACF.    HOUSES.  85 

as  to  allow  oils  to  he  drawn  from  tlie  tanks  into  cans  and  buckets.  The  upper  floor  is  reached 
by  an  inclined  trestling  on  the  outside  of  the  house,  up  which  barrels  of  oil  arriving  on  cars  are 
rolled,  and  the  oil  then  dumjied  through  the  cast-iron  boxes  in  the  upper  floor  into  the  tanks  below. 
A  simple  hoisting  apparatus  could  be  easily  designed  to  hoist  the  barrels  to  the  upper  story,  where 
the  ground-space  available  does  not  allow  an  incline  to  be  built.  In  the  operation  of  this  house  the 
daily  supply  of  oils  is  drawn  by  an  attendant  and  placed  on  a  small  covered  platform  in  front  of  the 
house,  from  where  the  enginemen  take  their  supplies  as  needed. 

The  house  should  be  a  little  longer  for  a  large  road,  and  a  simple  hoisting  contrivance  would 
prove  cheaper  than  a  special  incline.  Tiiis  oil-storage  house  or  vault  can  be  considered  a  very  good 
design  in  case  a  small  amount  of  oil  is  to  be  stored  in  a  permanent  fire-proof  structure. 

Stone  on  and  Waste  House  at  Lchighton,  Pa.,  Lehigh  Valley  Railroad. — The  oil-house  of  the 
Lehigh  Valley  Railroad  at  Lehighton,  Pa.,  shown  in  Figs.  192  to  194,  designed  by  Mr.  J.  I.  Kinsey, 
Master  Mechanic,  L.  V.  R.  R.,  is  a  substantial  two-story  stone  building  with  wooden  roof  covered 
with  slate,  40  X  30  ft.,  and  21  ft.  from  tlie  ground  to  the  eaves.  The  walls  are  stone,  24  in.  thick. 
The  principal  timbers  are  as  follows  :  tie-beams,  6  in.  X  12  in.  ;  rafters,  6  in.  X  8  in.  ;  braces,  6  in.  X  8 
in.  ;  tie-rods,  i  in.  diameter  ;  roof  sheathed  with  \\  in.  boards.  The  basement  floor  is  3  ft.  lielow 
the  level  of  the  track,  and  is  flagged  with  stone.  The  second  floor  consists  of  cast-iron  ])lates  on 
9-in.  wrought-iron  I-beams,  the  latter  supported  at  the  centre  by  a  12-in.  wrought-iron  I-Iieam,  resting 
on  two  cast-iron  columns.  There  are  five  windows  in  the  first  floor  and  six  in  the  second  one. 
Each  window  consists  of  twenty  8-in.  X  12-in.  lights.  The  window-sills  and  lintels  are  cast-iron. 
The  enginemen  enter  the  basement  through  a  door  facing  the  track,  and  receive  their  oil  sujiply  from 
an  attendant,  or  draw  it  from  the  large  storage  tanks.  A  light  trestle  walk  leads  from  a  raised 
platform  next  to  the  track  up  an  incline  to  a  6  ft.  6  in.  double  door  in  the  upper  story,  facilitating  the 
handling  of  materials  from  cars  to  the  upper  floor.  Oil  is  shipped  to  the  house  in  barrels  ready  for 
use.  It  is  dumped  from  the  upper  story  through  openings  in  the  cast-iron  floor  into  the  large  iron 
storage  tanks  in  the  basement.  The  upper  floor  is  also  used  for  storing  waste.  A  wooden  chute  for 
the  delivery  of  waste  leads  from  the  upper  story  to  the  basement. 

Brick  Oil-house  at  West  Philadelphia,  Pa.,  Pennsylvania  Railroad. — The  oil-storage  house  at  the 
West  Philadelphia  shops  of  the  Pennsylvania  Railroad,  designed  and  built  by  Mr.  Joseph  M.  Wilson, 
plans  and  descriptions  of  which  were  published  in  the  "  Journal  of  the  Franklin  Institute,"  volume  62, 
liage  318,  is  a  fireproof  Iniilding  with  stone  foundations  and  basement,  brick  upper  story,  and  iron 
roof,  30  ft.  X  24  ft.  outside,  with  a  boiler-house  annex,  13  ft.  X  13  ft.  6  in.  The  building  is  located  at 
the  rear  of  the  roundhouse,  and  is  intended  for  the  storage  of  oil  used  in  the  shops.  There  is  a  plat- 
form in  front  of  the  building,  6  ft.  X  14  ft.,  adjacent  to  a  track,  to  facilitate  the  handling  of  material. 

The  main  building  is  divided  into  a  first  floor  and  a  Ijasement,  the  "latter  having  a  door  under  the 
front  platform  wide  enougli  to  admit  oil-barrels.  The  foundations  and  walls,  up  to  the  level  of  the 
first  floor,  are  of  stone  finished  off  with  a  stone  belt  course,  the  front  platform  being  of  stone  also. 
Above  the  first  floor  the  v/alls  are  of  brick,  9  in.  thick,  with  pilasters  13  in.  The  basement  floor  is 
of  brick  laid  in  cement  and  having  drainage  into  a  sewer.  On  each  side  of  a  passage-way,  7  ft.  widt, 
low  platforms  of  brick  are  built  on  flat  brick  arches  for  the  sujiport  of  oil-tanks.  The  first  floor  is 
sup[)orted  through  the  centre  by  two  cast-iron  columns  sustaining  wrought-iron  I-beams,  from  which 
spring  flat  brick  arches.  The  cast  columns  are  of  ;]-in.  metal,  3  in.  external  diameter  at  the  top  and 
4  in.  at  the  bottom,  and  rest  upon  firm  stone  foundations.  The  wrought-iron  I-beams  are  9  in.  deej), 
weighing  89  ])0unds  to  the  yard,  and  they  are  connected  together,  and  also  to  4-in.  angle-irons  on  the 
end  w;>lls,  at  distances  of  3  ft.  apart  in  their  lengtlis,  by  iron  rods  i  in.  in  diameter,  these  rods  taking 
and  counteracting  the  thrust  of  the  brick  arches  which  spring  from  the  I-beams  and  angle-irons.  On 
top  the  arches  are  levelled  off  with  concrete  and  paved  with  brick,  thus  forming  the  first  floor. 

Brick  piers  supporting  stone  slabs  are  built  on  the  first  floor  for  the  support  of  oil-tanks,  the  top 
surface  of  stone  being  2  ft.  above  the  floor.  'I'hc  basement  is  lighted  by  openings  in  the  crown  of 
each  arch  of  the  ceiling  filled  with  hammered  glass  i  in.  thick.  The  first  floor  has  ami)le  light 
from  seven  windows,  the  frames  and  sash  of  which  are  of  cast-iron,  and  outside  shutters  of  wrought- 
iron.  The  doors  are  of  wrought-iron,  with  frames  of  cast-iron.  •  The  roof  is  a  sim])le  wrought-iron 
truss,  the  rafter  being  t,\   X  3^  in.  T-iron,  the  ridge-jjole  of   the  same,  and    the   i)urlin,5  of   3  in.  angle- 


.S6 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


iron,  A  covering  of  corrugated  galvanized  iron,  with  two  large  ventilators  to  carry  off  the  dis- 
agreeable odors  of  the  oil,  completes  the  building. 

To  provide  light  at  night  and  to  prevent  taking  any  fire  info  the  oil-rooms,  four  small  windows, 
one  light  each,  18  in.  scjuare,  of  heavy  glass  set  permanently  into  an  iron  frame,  are  built  into  the 
wall  between  the  main  portion  of  the  building  and  the  boiler-room,  and  a  gas-burner  is  placed  before 
each  window  on  the  boiler-room  side,  so  as  to  shine  into  the  main  building  when  lighted.  Vertical 
pieces  of  4-in.  cast-iron  pipe  are  built  in  the  arches  of  the  first  floor  over  oj)enings  in  each  tank  of 
the  basement,  to  allow  basement  tanks  to  be  easily  filled  from  the  oil-room  above,  and  also  to  afford 
facilities  for  the  introduction  of  pumps  to  transfer  the  oil  from  these  tanks   to  tanks  on  the  first  floor. 

The  boiler-room  is  jirovided  with  a  small  vertical  boiler,  working  at  a  low  pressure  (only  the 
ordinary  pressure  in  the  service  w-ater-pipes)  and  having  coils  of  steam-pipe  in  the  basement  and  on 
first  floor  for  warming  in  winter. 

The  basement  tanks  are  rectangular  in  form,  with  an  inclined  bottom,  being  so  made  that  any 
sediment  may  collect  in  front  and  be  easily  removed,  when  necessary,  through  an  opening  provided 
for  the  purpose.  There  are  three  of  these  tanks  on  one  side  and  four  on  the  other,  the  large  tanks 
holding  1739  g''il^->  '"""^  smaller  one  1618  gals.,  and  the  remaining  three  1130  gals.  each.  There  are 
four  large  cylindrical  tanks  of  642  gals,  each,  and  three  smaller  tanks  of  361  gals.  each.  The  total 
capacity  of  tanks  is  13,867  gals.,  or  3855  bbls.     The  tanks  are  constructed  of  boiler-iron. 

The  building  is  so  designed  that  a  mixing  apparatus,  if  desired,  could  be  put  on  the  first  floor. 

Brick  Oil  and  Waste  House,  Mexican  Central  Railroad — The  brick  oil  and  waste  house  of  the 
Mexican  Central  Railroad,  the  design  for  which  was  furnished  by  Mr.  F.  W.  Johnstone,  Superinten- 
dent, Mexican  Central  Railroad,  shown  in  Figs.  195  and  196,  illustrates  a  novel  dejiarture  from  the 
customary  methods  in  the  United  States  of  placing  the  oil-tanks  in  a  closed  building.  In  this  case  the 
oil-tanks  are  located  under  a  small  projecting  roof  outside  of  a  brick  building.  Pipes  lead  from  the 
foot  of  the  tanks  into  the  interior  of  the  building,  by  means  of  which  the  oil  is  drawn  as  required. 

Tlie  structure  is  a  low  brick  building,  18  ft.  6  in.  X  19  ft.,  and  18  ft.  3  in.  high  inside  from  floor 
to  ceiling-joists.  In  the  shed  annex,  which  is  18  ft.  6  in.  X  7  ft.,  there  are  seven  oil-tanks,  each  6  ft. 
6  m.  in  diameter  and  10  ft.  high,  with  pipes  leading  into  the  main  building,  as  mentioned  above. 
Alongside  the  oil-shed  annex,  there  is  a  raised  platform,  5  ft.  9  in.  wide,  elevated  4  ft.  above  the  top 
of  the  adjacent  track.  The  oil  is  shipped  to  the  house  in  barrels  on  cars.  The  barrels  are  unloaded 
on  the  platform  and  drawn  up  to  the  top  of  the  tanks  by  means  of  skids  and  ropes.  Two  iron  rails 
on  top  of  the  tanks  form  a  runway,  on  which  the  barrels  are  rolled  into  position  and  allowed  to  drain 
into  the  proper  tanks  below.     The  waste  is  stored  inside  the  house. 

Mr.  Johnstone  states  that  this  style  of  oil  and  waste  house  meets  the  requirements  on  the  Mexican 
Cential  Railroad  very  satisfactorily,  so  that  it  would  seem  that  for  Southern  climates  the  novel 
features  introduced  in  this  design  would  prove  advantageous. 


Fig.  195.  — End  Elevation. 


^-rrTTTTH 


Fig.  196. — Cross- SECTION. 


Oil-house  at  Denver,  Col.,  Union  Pacific  Railway. — The  oil-house  of  the  Union  Pacific  Railway 
connected  with  the  new  sho]j  system  at  Denver,  Col.,  is  27  ft.  X  38  ft.  in  size,  with  a  basement  and 
ground-floor.  The  ground-floor  is  on  a  level  with  the  loading  and  unloading  ])latform  alongside  of  a 
track.  There  are  six  upright  tanks  for  the  storage  of  oil  in  the  basemtnt.  Oil  shipped  in  bulk  in 
tank-cars  is  drawn  from  the  cars  into  spouts  and  funnels  at  the  face  of  the  platform,  and  descends  from 
tnere  by  gravity  into  tlie  storage-tanks.     Barrelled  oil  is  emptied  into  the  storage-tanks  through  open- 


OIL-STORAGE  HOUSES. 


87 


ings  in  tlie  main  lloor.  The  oil,  as  il  is  recjuired,  is  pumped  from  the  stonige-tanks  up  to  the  sujjply- 
tauks  on  the  ground-floor  of  tlie  building. 

Frame  Oil-slonv^i-  and  Car-iinpfctor  s  Ihuisc  at  Perth  Aiii/k'y,  N.  /.,  j'.e/iigh  ]'alley  Railroad. — 
The  oil-storage  and  car-insiiector's  house  of  the  Lehigh  Valley  Railroad  at  Perth  Andioy,  N.  J.,  shown 
in  Figs.  -197  and  198,  serves  as  an  example  of  a  large  nundier  of  similar  structures  on  this  road, 
varying  in  size  according  to  local  recpiirements.  The  one  illustrated  is  19  ft.  8  in.  X  29  ft.  8  in.,  other 
sizes  in  use  being  18  ft.  X  12  ft.  and  16  ft.  X  24  ft. 

These  buildings  are  frame  structures  sheathed  and  roofed  with  galvanized  corrugated  iron,  No.  20 
gauge.  The  interior  is  usually  divided  by  a  jiartition  into  two  rooms,  one  for  the  storage  of  oils  in 
barrels  or  small  iron  tanks,  the  other   for  sundry  supjjlies  and  tools  in  conneclion  with  car-ins])ecting. 

The  principal  limbers  used  are  as  follows:  sills,  6  in.  X  10  in.,  upright;  rafters,  2!  in.  X  6  in., 
spaced  18  in.  ;  floor-joists,  3  in.  X  10  in.,  spanning  19  ft.  ;  plate,  6  in.  X  4  in.,  ujjright  ;  side  sheath- 
ing, 2-in.  boards,  nailed  to  plate  and  sill  without  any  studding  ;  llcior,  2-in.  plank.  Height  of  frame 
from  lop  of  floor  to  top  of  plate,  11  ft. 


^ 


Fig.  197. — End  Elevation. 


Fig.    igS. — Ground  I'LAN. 


Frame  Oil-storage  and  Car-inspcetor  s  Flouse  at  Paekertoi,  Pa.,  Leiiigli  Valley  liailroad. — The  frame 
oil-storage  and  car-inspector's  house  of  the  Lehigh  Valley  Railroad  at  Packerton,  Pa.,  shcnvn  in  Figs. 
199  and  200,  is  a  one-story  frame  building  with  loft,  83  ft.  X  20  ft.,  sheathed  and  roofed  with  galvan- 
ized corrugated  iron,  No.  20  gauge.  The  interior  is  divided  into  four  rooms,  namely,  the  oil-room 
proper,  a  room  for  storage  of  brasses  and  sundry  car  supplies,  a  room  for  bolts,  chains,  iron,  etc.,  and  a 


Flo.    199. — LONGITULJINAL   SECTION. 


Fig.   200. — Ground-i'I.an. 


88 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


room  for  the  use  of  the  men.  Tlie  partition  betu'een  the  oil-room  and  the  room  for  car  supplies  is  of 
brick,  and  extends  all  the  way  to  the  roof,  thus  forming  a  fire-wall.  All  the  other  partitions  are  of 
wood.  At  one  end  of  the  oil-room  the  floor  is  raised  to  form  a  platform  inside  of  the  house  level 
with  the  loading  platform  in  front  of  the  house,  which  is  the  same  height  above  the  track  as  a  car 
floor.  Oil  arriving  in  bulk  in  tank-cars  is  discharged,  through  proper  fixtures  and  piping,  into  two 
large  iron  storage-tanks  in  a  basement  or  cellar  underneath  the  platform  in  the  oil-room.  Oil  arriving 
in  barrels  is  dumped  through  openings  in  the  floor  into  the  storage-tanks  below.  t)n  top  of  the 
platform  are  two  rotary  jiumps,  with  which  the  oil  can  be  transferred  from  the  storage-tanks  to  three 
su])ply-tanks  set  in  the  lower  part  of  the  room.  These  supply-tanks  or  mixing-tubs  are  of  iron,  30  in. 
high  X  48  in.  diameter,  and  are  used  to  hold  lubricating-oil  for  cars,  and  for  mixing  oil  and  waste  for 
packing  car-journals.  Ranged  around  the  walls  are  a  number  of  pigeon-holes,  each  about  18  in.  X  26 
in.,  for  the  storage  of  oil  and  waste  buckets,  jacks,  wrenches,  tools,  etc.  All  these  tools  and  apjili- 
'ances  are  numbered,  and  each  car-inspector  or  greaser  has  his  own  kit  and  place  to  keep  it  on  the 
shelves.  In  one  corner  of  the  oil-room  a  lo-ft.  X  12-ft.  space  is  partitioned  off  for  a  foreman's 
office,  on  one  side  of  which  is  the  reporting  window  for  men  to  report  when  going  to  or  leaving  the 
work.  The  supply-rooms  and  room  for  the  men  are  suitably  fitted  with  shelves,  lockers,  benches, 
etc.  The  loft  of  this  building  is  used  for  the  storage  of  waste  in  bales.  There  is  an  iron  door  in  the 
fire-wall  to  allow  communication  between  the  two  ends  of  the  loft,  and  there  is  a  small  iron  door 
down-stairs  in  the  brick  wall  between  the  oil-room  and  the  room  for  car  supplies,  to  allow  supplies  to 
be  passed  out  to  the  men  as  they  come  into  the  oil-room  to  get  their  tools  or  fill  their  buckets. 

Brick  Oil-hotisc  at  Washington,  D.  C,  Pennsylvania  Railroad. — The  oil-storage  house  of  the 
Pennsylvania  Railroad  at  Washington,  D.  C,  shown  in  Figs.  201  to  204,  is  a  brick  building,  with 
wooden  roof-trusses,  and  roofed  with  galvanized  corrugated  iron.  The  oil-house  is  combined  with  a 
sand-house  in  one  building,  the  entire   building  being  20  ft.  X  65  ft.;  the  part  devoted  to   the  oil- 


FiG.  201. — Front  Elevation. 


Fig.  202. — Longitudinal  Section. 


Fig.  203. — Cross-section. 


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n®  t' '1® 


WAlTr 

Tfl.t.ow 


F 


Fig.  204. — Ground-plan. 


storage  business  is  25  ft.  X  20  ft.,  to  the  sand  business  30  ft.  X  20  ft.,  while  the  balance  of  the  space  is 
used  for  an  office.  There  is  an  oil-vault,  14  ft.  X  18  ft.,  in  a  basement  floor  with  six  tanks  in  it,  each 
tank  being  5    ft.  X  4  ft.  X  4  ft.  deep.     The    floor  of  this  basement  is  18  in.  below  the  yard  level. 


OIL-STORAGE  HOUSES.  89 

Above  this  oil-vault  is  a  (hiniping-rooni  for  discharging  oil  from  liarrcls  through  traps  in  the  floor  into 
the  tanks  in  the  basement.  The  floor  in  this  room  is  4  ft.  3  in.  above  the  yard  level,  or  5  ft.  9  in. 
above  the  basement  floor.  The  oil-vault  is  entered  through  a  5-ft.  door  at  the  end  of  the  house,  with 
steps  leading  down  to  it  on  the  outside  of  the  building.  The  side  of  the  duniijing-room  next  to  the 
oil-room  is  closed  by  a  brick  wall,  and  the  end  of  the  room  is  closed  by  galvanized  corrugated  iron 
on  studding.  The  front  and  rear  of  the  dumping-room  are  closed  by  sliding-doors,  covered  by  gal- 
vanized sheet-iron,  so  that  barrels  can  be  received  or  delivered  from  or  to  cars  or  the  yard.  Next  to 
the  oil-vault  there  is  an  oil-room,  9  ft.  6  in.  X  11  ft.,  for  drawing  the  oil.  The  floor  of  this  room  is 
13^  in.  lower  than  the  floor  of  the  oil-vault.  Pipes  lead  from  the  six  tanks  in  the  oil-vault  to  the  oil- 
room,  so  arranged  that  the  oil  runs  by  gravity.  The  ends  of  these  pipes  are  closed  by  faucets,  and 
oil  is  drawn  into  cans  or  buckets,  as  required.  There  is  a  gauge-glass  in  the  oil-room  for  each  pipe, 
so  that  the  height  of  the  oil  in  each  tank  can  be  seen  in  the  oil-room.  The  oil-vault  and  the  oil  room 
are  connected  by  a  small  iron  door.  The  oil-room  is  reached  from  a  door  on  the  front  of  the  house 
with  steps  leading  down  to  the  floor  of  the  room  inside  of  the  house.  Back  of  the  oil-room  is  a  waste 
and  tallow  room,  6  ft.  X  9  ft.  6  in.  The  oil-vault  and  tallow-room  are  vaulted  over  with  flat  brick 
arches  carried  by  I-beams.     The  floors  are  made  of  cement. 

The  foundations  of  the  building  are  stone  w-alls,  18  in.  thick,  'i'he  side  walls  are  inick,  12  in. 
thick.  The  roof-trusses  consist  of  4-in.  X  6-in.  tie-beams  ;  4-in.  X  6-in.  [principal  rafters  ;  3-in.  X  4- 
in.  struts  ;  J-in.  diameter  king-rod  ;  and  3-in.  X  S-in.  purlins.  The  entrance-door  to  the  oil-vault  is 
5  ft.  wide  X  4  ft.  8  in.  high.  The  door  between  the  oil-vault  and  the  oil-room  and  the  door  leading 
into  the  tallow-room  from  the  oil-room  are  2  ft.  5  in.  wide  X  5  ft.  high.  The  window  over  the  waste- 
room,  which  serves  to  light  up  the  oil-room,  is  3  ft.  5  in.  X  6  ft.  2  in. 

The  balance  of  the  building,  that  is  used  as  a  sand-house,  is  described  in  the  chapter  on  sand- 
houses,  and  illustrated  in  Figs.  185  to  188. 

Brick  Oil-house  at  Jersey  City.,  N.  _/.,  Pennsylvania  Railroad. — The  oil  and  waste  storage-house 
of  the  Pennsylvania  Railroad  at  Jersey  City,  N.  J.,  shown  in  Figs.  205  to  209,  is  a  brick  building, 
53  ft.  X  20  ft.,  with  wooden  roof  covered  with  slate.  The  interior  is  divided  by  brick  partition-walls 
into  a  lamp-room,  10  ft.  X  18  ft.;  a  waste-room,  10  ft.  X  18  ft.;  an  oil-room  for  drawing  the  oil, 
14  ft.  4  in.  X  18  ft.;  and  an  oil-platform  or  discharging-room,  15  ft.  X  18  ft.,  with  an  oil-vault  of  the 
same  size  below  it.  The  floor  of  the  oil-vault  is  18  in.  below  the  yard  level,  and  the  floor  of  the  oil- 
room  is  13!  in.  lower  than  the  floor  of  the  oil-vault.  The  floors  of  the  waste  and  lamp  rooms  are  at 
the  yard  level.  The  floor  of  the  discharging-room  over  the  oil-vault  is  4  ft.  6  in.  above  the  yard  level. 
There  are  six  tanks  in  the  oil-vault,  which  are  filled  with  oil  from  barrels  through  traps  in  the  floor  of 
the  oil-discharging  room.  The  oil-vault  is  entered  through  a  wide  door  in  the  end  of  the  building, 
with  steps  leading  down  to  it  on  the  outside  of  the  building.  A  small  iron  door  connects  the  oil-vault 
with  the  oil-room.  Separate  pipes  lead  from  each  tank  in  the  oil-vault  to  the  oil-room,  where  faucets, 
glass  gauge-tubes,  and  drip-boxes  are  provided,  the  same  as  shown  in  Figs.  202  and  204  for  the  oil- 
house  of  the  same  railroad  at  Washington,  D.  C.  The  oil-room  is  entered  by  a  door  on  the  front  of 
the  house,  with  steps  leading  down  inside  of  the  house.  The  end  of  the  oil-discharging  room  is  closed 
by  galvanized  corrugated  iron  on  studding,  while  the  front  and  rear  of  the  room  are  closed  by  sliding- 
doors,  hung  on  different  rails  so  as  to  slide  past  each  other.  Barrels  are  handled  through  these  doors 
to  or  from  cars  or  the  yard. 

The  foundations  of  the  building  are  stonewalls  18  in.  thick.  The  side  walls  are  brick,  12  in. 
thick.  The  partition  walls  are  l)rick,  8  in.  thick.  The  roof-purlins'  are  3  in.  X  8  in.,  covered  with 
i-in.  boards  and  slates.  The  corner  and  door  posts  of  the  framed  sides  of  the  oil-discharging  room 
are  6  in.  X  6  in.,  and  the  studs  3  in.  X  6  in.  The  oil-vault  is  vaulted  with  4-in.  flat  brick  arches 
resting  on  iron  I-beams  and  cast-iron  columns  at  the  centre  of  the  room.  All  the  floors  throughout 
the  building  are  made  of  cement.  The  entrance  door  to  the  oil-vault  is  5  ft.  6  in.  wide  X  4  ft.  6  in. 
high.  The  doors  leading  into  the  oil,  waste,  and  lamp  rooms  are  3  ft.  6  in.  X  7  ft.  9  in.,  with  transom- 
lights  overhead.  The  windows  have  two  sash,  each  6  lights  12  in.  X  12  in.  The  window-sills  on  the 
outside  of  the  building  and  the  window  aprons  on  the  inside  of  the  window  are  of  cast-iron.  The 
door  and  window  lintels  consist  of  three  pieces  of  oak,  each. 4  in.  X  8  in.     Ventilation  is  secured  over 


90 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


the  oil,  waste,  and  lamp  rooms  by  round,  No.  22  gauge,  galvanized  sheet-iron  ventilators  at  the  peak 
of  the  roof,  one  over  each  room. 


Fig.  206. — End  Elevation. 


Fig.  207. — Longitudinal  Section. 
C3^        ■       zz 


Fig.  208. — Cross-section. 


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%  W/1ST£. 


Fig.  209. — GKouMi-rLAN. 
Brick  Oil- storage  Hatisc  at  Western  Avenue,  Chicago,  III.,  Chicago,  Burlington  &=  Quincy  Railroad. 
— The  oil-storage  house  of  the  Chicago,  Burlington  &  Quincy  Railroad  at  Western  Avenue,  Chicago, 
111.,  shown  in  Figs.  210  to  213,  prepared  from  data  kindly  furnished  by  Mr.  Wm.  Forsyth,  Mechani- 


FlG.    210. — LONGITUIIINAL   SECTION. 


OIL-STORAGE  HOUSES. 


91 


cal  Engineer,  C,  B.  &  Q.  R.  R.,  is  a  two-story  brick  structure,  20  ft.  8  in.  X  19  ft.  4  in.,  with  cellar. 
The  structure  is  fireproof  throughout.  The  foundations  are  stone  walls.  The  floor-beams, 
roof-purlins,  and  rafters  are  iron  T-beams,  and  the  steps,  railings,  floor-plates,  doors,  door-frames. 


Fig.  211. — Cross-section. 


Fir..  212.— Ground-plan. 


Fic.  213.— .Sf.comi-fi.oor  Plan. 


window-frames,  sills,  lintels,  and  tank-stands  are  of  iron.     The  roofing  material  is  cement  and  gravel. 
The  floor  of  the  cellar  is  concrete.     The  platforms  surrounding  the  building  are  of  timber. 

In  the  cellar  there  is  a  square  iron  tank   for  the  storage  of  engine-oil,  13  ft.  X  14  ft.  X  4  ft.  4  in. 
deep,  with  a  capacity  of  9000  gallons.     On  the  ground-floor  there  are  eight  supplv-tanks,  3  ft.  2  in. 


92  JWILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 

in  diameter  and  4  ft.  10  in.  deep,  each  with-a  capacity  of  270  gallons.  The  supply-tanks  are  used  as 
follows:  two  for  kerosene-oil,  one  for  signal-oil,  two  for  lard-oil,  two  for  engine-oil,  and  one  for  tallow. 
There  is  at  the  entrance-door  on  this  floor,  situated  inside  of  the  house,  a  square  sheet-iron  receiving- 
tank,  5  ft.  3  in.  X  4  ft.  X  24  in.  deep,  covered  with  a  grating  of  iron  slats,  and  connected  by  a  pipe, 
closed  by  a  stem  gauge-valve,  with  the  large  engine-oil  storage-tank  in  the  cellar.  The  top  of  the  slats 
over  this  receiving-tank  is  level  with  the  door-sill  and  the  floor  of  the  platform  outside  of  the  house, 
so  that  barrels  of  engine-oil  received  at  the  house  can  be  rolled  from  the  outside  platform  on  to  the 
receiving-tank,  dumped,  and  then  rolled  back  and  away  from  the  house  without  taking  up  floor-space 
inside  the  building.  This  receiving-tank  serves  to  gauge  the  amount  of  the  oil  before  it  is  discharged 
through  the  pijie  mentioned  into  the  large  storage-tank  in  the  cellar.  The  second  floor  is  reached  by 
iron  steps  from  the  lower  floor.  There  are  no  tanks  or  fixtures  on  the  second  floor,  lliere  is  a  hole 
in  the  floor  over  the  tallow-tank  with  a  slide  to  the  latter,  so  that  tallow  can  lie  slid  down  to  the 
tallow-tank  from  the  upper  floor.  On  one  side  of  the  upper  floor  is  a  large  door  leading  to  a  project- 
ing platform  outside  of  the  house  with  two  trouglis  in  it,  connected  by  pipes  with  the  supply-tanks. 
One  of  these  troughs  is  connected  with  the  two  kerosene  supply-tanks,  the  other  trough  connects 
with  the  signal-oil,  lard-oil,  and  engine-oil  supply-tanks.  This  platform  is  4  ft.  4  in.  wide,  and  projects 
3  ft.  4  in.  beyond  the  face  of  the  l)uilding.  There  is  a  beam  projecting  out  under  the  roof  over  this 
platform,  with  hoisting  gearing  attached  to  it  for  raising  or  lowering  barrels.  There  is  another  door 
on  another  side  of  this  room  with  overhead  hoisting-tackle  to  enable  barrels  to  be  hoisted  to  the 
upper  story  and  stored  prior  to  being  discharged. 

The  operation  of  the  house  is  as  follows  :  All  oils  are  received  at  the  house  in  barrels,  ready  for 
use.  Engine-oil,  which  is  used  in  very  large  quantities,  is  dumped  from  the  barrels  through  the 
receiving-tank  into  the  large  storage-tank  in  the  cellar.  From  here  it  is  jmniped  by  the  hand-]iump, 
situated  at  the  centre  of  the  first  floor,  to  the  two  engine-oil  supply-tanks,  from  which  it  is  drawn,  as 
recjuired,  into  cans  or  buckets.  In  case  engine-oil  is  to  be  shipped  out  of  the  house  in  barrels,  the 
oil  is  pumped  from  the  storage-tank  in  the  cellar  by  the  hand-pump  through  the  jiipe,  shown  in 
Figs.  211  and  212,  ending  3  ft.  6  in.  above  the  receiving-tank,  which  pipe  has  a  short  piece  of  hose 
attached  to  it  for  filling  barrels  placed  on  the  grating  over  the  receiving-tank.  In  case  of  an  o\erflow 
or  leakage  the  oil  is  caught  in  the  receiving-tank  and  returned  to  the  storage-tank  in  the  cellar.  The 
engine-oil  sup]3ly-tanks  can  also  be  filled  from  the  upper  floor  by  means  of  the  projecting  trough 
platform,  mentioned  above.  The  kerosene-oil  supply-tanks  are  filled  from  barrels  dumped  in  the 
trough  on  the  projecting  platform  of  the  U[)per  floor.  No  other  class  of  oil  is  run  through  this  trough, 
as  the  kerosene-oil  would  be  injured  by  any  remnants  of  another  oil  being  mixed  with  it.  Signal-oil 
and  lard-oil  are  dumped  into  the  second  trough  on  the  projecting  platform  and  run  through  the  pipes, 
previously  mentioned,  to  the  corresponding  sujjply-tanks.  The  tallow-tank  is  charged  through  the 
tallow-slide  opening  in  the  upper  floor,  as  above  explained. 

The  clear  height  of  the  cellar  is  6  ft.  3^  in.,  of  the  first  floor  9  ft.,  and  of  the  second  floor  7  ft. 
6  in.  at  the  lowest  point.  For  heating  purposes,  there  are  on  the  first  floor  no  lineal  ft.  of  i:^-in. 
piping,  located  back  of  the  engine-oil  and  tallow  tanks,  the  general  heat  of  the  room  sufficing  to  heat 
the  oils  in  the  other  tanks.  On  the  second  floor  there  are  55  lineal  ft.  of  li-in.  piping  located  on  the 
wall  next  to  the  tallow-slide. 


OIL-MIXING  HOUSES.  93 


CHAPTER    XIII. 
OIL-MIXING    HOUSES. 

OiL-MlXiNG  houses  Oil  railroads  serve  for  the  process  of  mixing  oils,  where  done  by  the 
railroad  compaii}-,  in  place  of  buying  the  mixed  oils  used  for  illuminating,  signaling,  and  lubri- 
cating purposes  from  special  manufacturers  of  those  articles.  Oil-storage  houses,  discussed 
in  the  previous  chapter,  serve  for  the  storage  of  oils  as  receivetl  ready  for  use  from  oil-mixing 
works  or  from  dealers.  In  certain  cases  the  distinctive  features  of  oil-mixing  houses  and  oil- 
storage  houses  arc  merged  and  provision  made  under  one  roof  for  both  branches  of  the  oil- 
supply  service. 

Oil-mixing  houses  have  not  been  very  extensively  used  on  American  railroads,  altliough 
a  few  of  the  older  roads  liave  hatl  small  houses  for  mixing  certain  classes  of  oils  in  oiJcration 
for  a  great  many  years.  The  Pennsylvania  has  maintained  an  oil-mi.xing  plant  at  Altoona, 
Pa.,  for  about  twenty-five  years,  and  has  at  present  an  oil-mi.xing  house  on  each  of  its  grand 
divisions.  The  Baltimore  &  Ohio  operated  a  plant  at  their  Mount  Clare  shops,  Baltimore, 
Md,,  for  ncarl\-  twenty  years,  until  the  latter  part  of  the  year  1889,  when  it  was  abandoned 
owing  to  the  adoption  of  the  policy  of  limiting  the  manufacturing  required  to  be  done  b)'  the 
railroad  compan}'.  The  New  York,  Lake  Erie  &  Western  operated  an  oil-mixing  house  at 
Susquehanna,  Pa.,  for  about  three  years,  but  abandoned  it  in  March,  1888,  owing  to  a  change 
"if  policy  similar  to  that  of  the  Baltimore  &  Ohio.  The  Chicago,  Burlington  &  Quincy  has 
maintained  an  oil-mixing  house  at  Aurora,  111.,  for  a  number  of  years.  The  Lehigh  Valley  in 
1887  built  a  very  extensive  oil-mixing  plant  at  Perth  ^Vmboy,  N.  J.,  and  is  operating  it  with 
good  results.  The  Chicago  &  Northwestern  has  an  oil-mi.xing  plant  in  operation  in  Chicago, 
111.  The  New  York  &  New  England  maintains  several  oil-mi.xing  houses  along  its  route. 
The  Chicago,  Milwaukee  &  St.  Paul  has  maintained  a  large  plant  at  Milwaukee,  111.,  since 
1883,  in  addition  to  several  smaller  plants  along  its  route. 

The  usual  method  employed  by  railroad  companies  is  to  buy  ready-mi.xcd  oils  from  man- 
ufacturers, whose  charges  are  based  more  or  less  on  the  reputation  of  their  goods,  anil  the 
prevailing  idea  that  great  skill  and  experience  are  required  to  manufacture  mixed  oils.  The 
so-called  mixing  of  oils  is  purely  a  mechanical  affair,  so  far  as  the  operation  of  a  plant  is  con- 
cerned, while  the  saving  to  be  accomplished  by  the  erection  of  railroad  works  is  very  large. 
The  first  cost  and  operation  of  a  plant  are  very  small  compared  with  the  annual  expense  for 
the  purchase  of  oils  on  a  large  railroad  system.  The  proportions  of  the  various  ingredients 
to  use  to  produce  certain  mixed  oils  are  readily  ascertainetl  from  general  rules  already  estab- 
lished by  the  leading  railroad  companies,  and  experience  will  soon  demonstrate  what  changes 
might  be  desirable  to  meet  any  special  local  conditions  found  to  exist.  The  foreman  for  an 
oil-mixing  plant  need  not  be  any  more  intelligent  or  skilful  than  the  average  railroad  fore- 
man in  charge  of  a  small  shop  or  branch  of  a  department.     There  is  probably  hardly  a  rail- 


94  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

road  in  the  country  on  which  an  oil-mixing  plant  could  not  be  established,  organized,  and 
operated  by  men  now  in  its  employ,  with  one  exception  only,  namely,  the  necessity  of  having 
the  regular  or  occasional  services  of  a  chemist  to  analyze  and  report  on  the  quality  of  crude 
stocks  before  being  purchased,  and  to  settle  any  doubtful  questions  that  maj'  arise  involving 
chemical  researches.  As  a  matter  of  fact,  in  receiving  crude  stocks  the  foreman  of  an  oil- 
mixing  works  can  conduct  the  standard  tests,  which  are  very  soon  reduced  to  a  mechanical 
following  out  of  established  rules.  Doubtful  cases  and  reports  as  to  the  relative  value  or 
properties  of  several  brands  offered  for  purchase  are  in  reality  the  main  points  requiring  the 
attention  of  a  chemist,  after  the  working  routine  of  the  plant  has  been  well  established.  In 
the  purchase  of  the  various  brands  of  mixed  oils  from  manufacturers,  a  railroad  company 
would  anyhow  require  practically  as  much  chemical  expert  work  as  if  it  were  running  an  oil- 
plant of  its  own,  in  case  it  wished  to  feel  certain  of  the  quality  of  the  mixed  stocks  purchased. 
The  abandonment  of  the  oil-mixing  plants  on  the  Baltimore  &  Ohio  and  on  the  New  York, 
Lake  Eiie  &  Western  cannot  be  considered  as  indicative  of  the  failure  of  the  methods  used, 
as  they  were  due  to  a  change  of  policy  or  local  conditions  on  the  roads  mentioned.  The 
maintenance  of  special  plants  on  the  Pennsylvania,  on  the  Chicago,  Burlington  &  Ouincy,  on 
the  Chicago  and  Northwestern,  on  the  New  York  and  New  England,  on  the  Chicago,  Mil- 
waukee &  St.  Paul,  and  on  the  Lehigh  Valley,  is  sufficient  evidence  that  on  these  large 
systems  the  plan  has  worked  successfully.  It  is  not  only  the  saving  in  first  cost  of  the  oils 
that  is  material  in  the  consideration  of  the  economy  of  the  subject,  but  the  control  of  the 
uniformity  and  reliability  of  the  oils  shipped  out  for  use  along  the  road  is  a  matter  of  prime 
importance. 

Relative  to  the  details  of  oil-mixing  plants  on  railroads,  the  buildings  used  are  either 
frame  structures  sheathed  with  galvanized  corrugated  iron,  or  brick  buildings,  the  roofing 
material  being  either  tin,  galvanized  corrugated  iron,  or  slate.  The  storage  of  the  main  sup- 
ply of  barrelled  crude  and  mi.xed  oils  in  a  separate  storage-shed  or  building,  away  from  the 
oil-mixing  house  proper,  is  advisable.  The  oil-mixing  house  proper  is  usually  divided  into  a 
storage-rooni  and  a  mixing-room.  Where  the  mixing-tanks  are  located  in  a  cellar  or  base- 
ment, the  room  above  it  is  used  to  dump  oils  into  the  tanks  below. 

The  mixing  in  the  mixing-tanks  is  done  by  hand  with  paddles  or  dashboards,  or  by 
machinery  with  paddles  attached  to  shafting  operated  by  a  steam-engine,  or  bj-  blowing  air 
into  the  oil  at  the  bottom  of  the  tanks  with  blowers  operated  by  steam  power,  or  by  con- 
tinuous pumping,  drawing  the  oil  from   the  bottom   of  the   tank  and  returning  it  at  the  top. 

Mixing  by  hand  has  been  in  use  for  a  great  many  years  on  the  Pennsylvania,  the  Balti- 
more &  Ohio,  the  Chicago,  Burlington  &  Quincy,  and  the  New  York,  Lake  Erie  &  Western  ; 
it  consists  virtually  of  stirring  up  and  churning  the  oil  by  wooden  paddles  or  dashboards 
worked  by  hand  from  the  top  of  the  mixing-tanks,  and  it  is  probably  the  best  system  to 
adopt  for  a  small  output,  which  would  not  warrant  the  introduction  of  steam-power  and 
special  appliances.  The  Pennsylvania  has,  to  a  large  extent,  introduced  paddling  by  machin- 
ery in  its  oil-mixing  houses,  in  addition  to  the  older  method  of  paddling  by  hand. 

The  method  of  continuous  pumping  is  practiced  by  the  Chicago.  Milwaukee  &  St.  Paul 
Railroad. 

The  method  of  agitating  the   ingredients  in   the   mixing-tanks  by  blowing   air    into  the 


OIL-MIXING  HOUSES.  95 

mixture  at  the  bottom  of  tlic  tank  has  been  adopted  within  recent  years  by  some  of  tiie 
leading  manufacturers  of  ilhiminating  and  lubricating  oils  in  this  country  and  abroad,  and  is 
the  method  practiced  b)'  the  Lehigh  Valley  Railroad.  Railroads  purcliasing  mixed  oils  from 
dealers  use  brands  manufactured  by  the  blowing  process  to  a  large  extent.  Dr.  Charles  B. 
Dudley,  Chemist,  Pennsylvania  Railroad,  considers  that  the  method  of  mixing  oils  by  blowing 
air  into  tliem  is  not  desirable,  as  it  oxidizes  the  fatty  oils  and  thereby  leads  to  difficulty. 
Other  chemists  and  manufacturers  interested  in  the  blowing  process  claim  that  the  amount  of 
o.xiilation  which  takes  place  is  not  sufficient  to  cause  any  deterioration  in  the  lubricating  or 
the  general  working  qualities  of  the  oils.  It  is  also  claimed  that  the  mixture  is  more  thor- 
oughly agitated  by  blowing  than  by  paddling,  as  in  the  latter  process  certain  currents  are 
created,  and  the  different  particles  are  not  so  finely  subdivided  as  by  the  air  forced  through 
the  oil  in  every  direction  fremi  the  bottom  uji,  causing  heavy  particles  sinking  to  the  bottom 
to  be  thrown  up  toward  the  top  of  the  tank. 

The  mixing-tanks  are  either  cast-iron  hemispherical-shaped  kettles,  or  sheet-iron  square  or 
round  tanks.  Crude  stock  to  be  used  for  mixing  is  received  in  barrels,  casks,  or  in  tank-cars, 
and  stored  in  storage-sheds  or  in  storage-tanks  until  required  in  the  mi.xing  operations,  when 
it  is  either  discharged  from  the  barrels  or  pumped  from  the  storage-tanks  into  the  mixing- 
tanks.  After  the  oil  has  been  mixed,  it  is  cither  immediately  drawn  off  into  barrels,  or 
pumped  into  supply-tanks,  from  which  it  is  drawn  as  required  for  use  in  the  vicinity  or  for 
shipments  over  the  road.  All  pipes  used  for  the  transfer  of  oils  should  be  at  least  2  in. 
in  diameter.  In  designing  the  piping  and  pumping  system  care  should  be  taken,  so  far  as 
possible,  to  prevent  remnants  of  dark  or  light  oils  touching  each  other  in  the  pi[)es  or 
pumps,  so  as  to  avoid  adulterations. 

In  designing  a  plant  it  must  be  borne  in  mind  that  it  is  essential  to  keep  the  main  stock, 
if  feasible,  isolated  from  the  oil-mi.xing  house  proper,  and  in  the  latter  it  is  desirable  to  keep 
the  mixing  tanks  in  a  separate  compartment.  The  most  scrupulous  cleanliness  is  requisite 
to  reduce  the  danger  frcuii  tire.  The  fire-service  provisions  should  he  the  best  obtainable. 
The  plant  should  be  located  as  far  as  possible  away  from  other  important  structures  or  yards, 
so  that,  in  case  of  a  fire,  its  spread  would  be  limited  or  not  attended  with  very  serious  losses. 
No  open  lights  should  be  allowed  in  the  building.  The  lighting  should  be  by  electricity 
or  by  lamps  with  reflectors,  set  in  recesses  in  the  outside  wall,  the  recess  being  closed  on 
the  inside  of  the  house  by  a  fixed  glass  panel,  and  on  the  outside  bj'  a  small  door.  A  fire- 
proof construction  of  the  building  is  desirable  at  all  important  locations  or  where  the 
plant  contained  in  the  building  is  extensive.  The  heating  of  the  building  and  of  the  oil  in 
the  tanks  should  be  done  by  steam  from  a  special  boiler,  located  in  an  anne.x  to  the  main 
building,  or  from  some  boiler  in  use  in  the  vicinity. 

The  following  descriptions  of  oil-mixing  houses  refer  to  oil-mi.xing  plants  that  are  or 
have  been  in  actual  use  on  railroads  in  this  country,  and  will  therefore  prove  of  particular 
interest. 

Oil-mixing  House  at  Aurora,  III.,  Chicago,  Burlington  &=  Quincy  Railroad. — Tlie  mixing  of 
oils  on  the  Chicago,  Ijurlington  &  Quincy  Railroad  is  done  at  Aurora,  111.,  the  method  in  use  being 
sliown  in  Figs.  214  to  216,  prepared  from  sketches  and  data  furnished  by  Mr.  Wm.  Forsyth, 
Mcciianical  Engineer.  C,  B.  &  Q.  R.  R.     The  crude  stock  is  received  at  the  house  in  barrels,  and 


96 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


dumped,  as  required,  into  a  sheet-iron  receiving-tank,  4  ft.  X  6  ft.  X  2  ft.  deep,  located  in  the  house 
in  front  of  a  large  double  door  leading  from  the  platform  into  the  house.  The  top  of  the  receiving-tank 
is  level  with  the  door-sill  and  tlie  floor  of  the  platform,  so  that  barrels  can  be  rolled  from  the  platform 

on  to  the  receiving-tank,  dumped,  and  then 
rolled  back  and  away  from  the  house,  the 
space  in  the  interior  of  the  latter  being  lim- 
ited. This  receiving-tank  serves  to  meas- 
ure the  ingredients,  which  form  the  mi.xtures 
for  any  particular  oil.  Underneath  the 
house  in  a  cellar  there  are  two  stjuare  sheet- 
iron  mixing-tanks,  each  of  60  barrels  capac- 
ity, with  a  manhole  on  top  corresponding 
FiCr.  214. — Cross-section. 


Fig,  215. — Ground-plan.  Fig.  216. — Perstective  of  Dasiipoard. 

with  an  opening  in  the  floor  of  the  mixing-room.  These  tanks  are  connected  with  the  receiving-tank 
by  pipes,  as  shown.  The  mixing  of  the  oils  is  done  by  hand  by  means  of  a  wooden  mixing-dash 
(Fig.  216)  inserted  into  the  mixing-tanks  through  the  manholes  on  the  toji,  the  oil  being  churned 
by  the  dash  until  thoroughly  mixed.  The  dash  consists  of  a  9-in.  X  15-in.  square  board  perforated 
with  26  holes,  li  in.  in  diameter,  with  a  wooden  handle,  11  ft.  long.  The  mixed  oil  is  transferred  by 
means  of  hand-pumps  to  storage-tanks  or  drawn  into  barrels  for  shipment  over  the  road. 

Oil-mixing  House  at  Meadow  Shops,  Newark,  N.  J.,  Fennsylvania  Railroad. — The  oil-mixing  house 
of  the  Pennsylvania  Railroad  located  at  Meadow  Shops,  Newark,  N.  J.,  shown  in  Figs.  217  and  218,  is 
a  one-story  frame  building,  about  50  ft.  X  175  ft.,  sheathed  with  galvanized  corrugated  iron,  roofed 
with  tin,  and  floored  with  plank.  It  is  surrounded  on  three  sides  with  wide  platforms,  which  serve  to 
store  barrels  and  facilitate  handling  of  supplies  and  materials  to  and  from  cars  on  tracks,  one  on  each 
side  of  the  house,  the  floor  of  the  house  and  platforms  being  level  with  the  car-floors.  The  oil-mix- 
ing plant  is  at  one  end  of  the  building,  and  at  the  other  end  a  small  part  of  the  floor-space  is  set  ajiart 
for  the  storage  of  waste,  while  the  balance  of  the  house  is  used  for  the  storage  of  oils  in  barrels.  The 
mixing-tanks  are  in  a  small  cellar,  and  immediately  over  them,  raised  above  the  floor  of  the  house, 
are  the  storage-tanks  for  mixed  oils,  from  which  the  mixed  oil  is  drawn  into  barrels  for  shipment 
over  the  road.  In  addition  to  these  tanks  there  are  on  one  side  of  the  house,  as  shown  on  the  plan, 
a  number  of  smaller  receiving-tanks  for  mixed  oils  for  local  use  at  the  shops  and  for  the  engine  and 
car  service  in  the  vicinity,  the  oil  being  drawn  into  cans  or  buckets  as  required.  All  crude  stocks 
arrive  at  the  house  in  barrels,  and,  after  mixing,  the  mixed  oils  are  drawn  into  the  same  barrels  for 
shipments  out  of  the  house.  The  account  of  stock  and  the  quantity  of  the  various  ingredients  used 
in  making  each  batch  of  oil  are  tallied  by  actual  weight,  every  barrel  being  weighed  on  a  small  ])ort- 
able  scale.  The  different  lots  of  crude  stocks  arriving  at  the  house  are  kept  separate,  and  the  barrels 
of  mixed  oils  from  each  batch  are  given  distinguishing  marks.  There  is  a  very  simple  and  efficient  set 
of  books  kept,  so  that  at  any  time  it  can  be  ascertained  exactly  what  lots  of  crude  stocks  were  used 
in  making  the  mixed  oil  contained  in  any  particular  barrel  shi])ped  out  of  the  house. 

The  process  of  mixing  the  oil  consists  of  agitating  it  inside  the  mixing-tanks  by  means  of  a  sys- 
tem of  paddles  connected  to  a  vertical   shaft   inside  each   tank  revolved  by  the  proper  gearing  and 


OIL-MIXING  HOUSES. 


97 


niachiiiery.     In  order  lo  create  cross  currents  of  the  oil  in  the  tank,  tlie  movement  of  the  paddles  is 
reversed  from  time  to  time,  and  fixed  paildlcs  are  attached  to  the  sides  <if   the  tank   between   the  re- 

mmmm 


Fig.  217. — GuouND-i'LAN. 

volving  paddles  and  pitched  in  an  opposite  direction.  There  are  four  circular  sheet-iron  mixing- 
tanks  in  the  cellar,  the  crude  stocks  being  dumped 
into  them  through  a  16-in.  X  20-in.  opening  in  the 
floor  over  each  one  of  them.  These  mixing-tanks 
are  4  ft.  6  in.  in  diameter  by  7  ft.  8  in.  high,  and 
have  a  capacity  of  16  barrels  each.  The  pjaddles 
are  14  in.  wide  at  the  widest  part  and  \  in.  thick  ; 
the  revolving  ones  are  made  of  wrought-iron  and 
the  fixed  ones  of  steel,  their  shape  being  similar  to 
the  blades  of  a  screw-propeller.  The  paddles 
make  about  15  revolutions  per  minute,  and  it  takes 
about  3^  hours  to  mix  a  batch  of  oil.  The  speed 
is  regidated  by  the  (piantity  of  oil  in  the  tank,  so 
as  not  to  throw  the  oil  out  over  the  top.  In  front 
of  each  mixing-tank  in  the  cellar  there  is  an  ordi- 
nary 2-in.  ])lunger-pump,  making  four  pumps  in  all, 
connected  with  one  continuous  pump-shaft,  which 
pumjis  serve  to  transfer  the  mixed  oil  up  to  the 
storage-tanks  or  the  receiving-tanks  for  local  use. 
The  power  to  drive  the  i)addles  and  jnimps  is  supplied  by  a  small  stationary  engine,  the  counter-shaft 
of  the  mixing  paddles  being  turned  by  a  belt  and  the  pump-shaft  by  a  connecting-rod  attached  to  the 
fly-wheel  of  the  engine.  The  [)addle  shafts  are  thrown  in  and  out  of  gear  by  means  of  clutches  and 
levers  situated  above  the  floor  just  below  the  storage-tanks  ;  but  it  is  necessary  to  go  down  into  the 
cellar  to  start  or  stoi>  the  pimips.  The  four  mixing-tanks  can  l)e  worked  independently  or  all  to- 
gether, or  mixing  can  be  done  in  some  of  the  tanks  while  jiumping  is  going  on  from  the  others. 
There  are  four  storage-tanks  placed  on  a  raised  trestling  immediately  over  the  mixing-tanks,  as 
l)reviously  explained.  These  storage-tanks  are  of  the  same  size  as  the  mixing-tanks.  The  receiving- 
tanks  for  local  use  are  smaller.  All  jiipes  for  transfer  of  oils  are  2  in.  in  diameter.  The  oils  in  the 
tanks  are  kept  liquid  by  a  single  coil  of  i-in.  steam-pipe  in  the  bottom  of  each  tank,  the  general  tem- 
perature inside  the  building,  especially  in  the  small  mixing-cellar,  being  kept  ipiite  high  by  steam- 
coils  along  the  walls.  .Steam  is  sujiplied  from  the  boiler  connected  with  the  sho|)  system  in  the 
immediate  vicinity.     There  is  no  provision  made  for  lighting  the  building,  as  work  is  not  allowed  to 


21S.  — Elevation  of  ■I'.wk?; 


98  BUILDINGS  AND   STRUCTURES  OF  AMERICAN    RAILROADS. 

be  prosecuted  after  dark.  The  provisions  for  protection  against  fire  consist  of  lines  of  liose  con- 
nected witli  the  water-system,  kept  uncoiled  along  the  floor  of  the  house  at  night  ready  for  use,  and 
fire-alarm  boxes  in  the  special  circuit  connected  with  the  shop  system. 

This  house  has  been  in  operation  for  about  eight  years,  and  supplies  all  tlie  mixed  oils  and  dis- 
tributes all  the  cotton  waste  used  on  the  New  York  Division  of  the  road.  There  are  about  700  barrels 
of  oil  mixed  and  distributed  per  month.  The  force  employed  consists  of  about  three  to  five  men, 
exclusive  of  the  foreman,  and  they  are  kejit  busy  for  about  nine  hours  a  day  the  year  round.  'I'he 
oils  mixed  are,  as  a  rule,  passenger-engine  oil,  engine-oil,  navy  sperm-oil,  signal-oil,  and  heavy  lubri- 
cating-oils.  One  of  the  mixing-tanks  is  used  exclusively  for  engine-oils,  another  one  for  illuminating- 
oils,  and  the  remaining  two  for  heavy  lubricants.  Great  care  is  taken  to  keep  the  dark  and  light  oils 
separated  in  the  jiipes  and  mixing-tanks,  so  that  the  remnants  of  one  batch  will  not  injure  the  next 
batch  of  a  different  grade.  In  dumping  the  oils,  the  usual  practice  of  boring  vent-holes  in  the 
barrels  is  avoided  by  the  use  of  a  short  piece  of  1-in.  pipe,  bent  in  the  shape  of  an  elbow,  which  is 
inserted  in  the  barrel  through  the  bung-hole  as  the  barrel  is  rolled  over  the  dumping-trougii,  and 
serves  to  introduce  the  necessary  air  to  allow  the  barrel  to  discharge  quickly. 

The  general  layout  of  this  plant  is  good,  and  the  operation  very  methodical  and  economical. 
The  most  serious  objections  are,  that  the  tanks  are  located  too  close  to  the  sides  of  the  building,  giv- 
ing little  opportunity  for  free  inspection  and  repairs.  The  cellar  or  pit  in  which  the  mixing-tanks  are 
located  is  very  small  and  wet,  and  repairs  are  very  difficult  to  make.  Great  care  has  to  be  exercised 
to  prevent  chips  and  other  foreign  matter  from  getting  into  the  mixing-tanks,  as  the  paddles  break 
very  easily  and  repairs  are  very  difficult  to  make.  The  location  of  the  storage-tanks  immediately 
above  the  oil-mixing  tanks  cannot  be  considered  as  advantageous  as  locating  the  storage-tanks  side- 
ways from  the  mixing-tanks. 

Oil-mixitig  House  at  Alt.  Clare  S/iit/'s,  Baltimore,  Mil.,  Baltimore  &'  Ohio  Railroad. — The  Baltimore 
&  Ohio  Railroad  maintained  an  oil-mixing  jilant  for  nearly  twenty  years  at  Mt.  Clare  Shops,  Baltimore, 
Md.,  but  abandoned  the  operation  of  same  in  the  latter  part  of  the  year  1889,  owing  to  the  adoption 
of  the  policy  to  do  as  little  manufacturing  by  the  company  as  possible.  The  following  data  on  the 
subject  has  been  kindly  furnished  by  Mr.  L.  S.  Randolph,  Engineer  of  Tests,  B.  &  O.  R.  R.,  who 
had  charge  of  the  house  when  in  operation.  The  mixing-house  was  a  one-story  brick  building,  with 
iron  roof  and  wooden  floor,  divided  into  two  rooms,  one  for  signal-oil  and  the  other  for  cylinder-oil. 
The  cylinder-oil  room,  about  60  ft.  X  30  ft.,  was  used  to  make  cylinder-oil,  and  one  end  of  it  was 
also  utilized  for  the  storage  of  waste,  where  as  many  as  150  bales  of  waste  could  be  stored  at  one 
time.  The  signal-oil  room  was  slightly  larger  than  the  cylinder-oil  room,  and  served  to  mix  signal- 
oil  in  addition  to  providing  storage  space  for  a  large  quantity  of  crude  stock  and  mixed  oils.  The 
only  oils  mixed  were  signal  and  cylinder-oils.  The  stock  was  delivered  in  barrels  and  stored  inside, 
and  also,  at  times,  outside  the  building.  The  stirring  was  done  by  hand  by  means  of  paddles. 
There  were  two  mixing-kettles  for  cylinder-oil,  made  of  cast-iron,  hemispherical  in  shape,  holding 
each  about  16  barrels,  heated  by  steam-coils  on  the  inside.  The  paddle  used  for  cylinder-oil  was 
sjioon-shaped,  and  from  6  to  8  ft.  long.  The  kettles  were  set  high  enough  above  the  floor  to  allow 
the  mixed  oil  to  be  drawn  off  into  barrels  placed  below  them.  Barrelled  crude  stocks  were  hoisted 
up  by  block  and  tackle  and  swung  on  to  skids  over  the  kettles,  from  where  they  were  discharged 
directly  into  the  kettles.  In  the  signal-oil  room  there  was  only  one  mixing-tank,  sunk  below  the 
floor,  made  of  wrought-iron,  10  ft.  X  8  ft.  X  4  ft.  deep,  with  a  capacity  of  about  60  barrels,  although 
only  40  barrels  were  mixed  at  a  time.  The  paddle  used  for  signal-oil  was  a  disk  on  the  end  of  a  rod, 
which  was  drawn  up  and  down  by'a  man  who  stood  on  the  tank,  working  tlirough  a  hole  in  the  top 
of  it.  The  mixed  oil  had  to  be  pumped  out  of  the  signal-tank  into  barrels.  The  steam  for  heating 
the  building  and  the  oils  in  the  mixing-tanks  was  supplied  at  first  by  a  boiler  placed  in  the  building, 
but  it  was  subsequently  removed  and  steam  obtained  from  a  boiler  in  a  neighboring  mill.  The 
interior  of  the  building  was  lighted  by  oil  lamps,  when  necessary.  The  mixed  oils  were  drawn  into 
the  same  barrels  the  crude  stock  had  been  delivered  in,  and  shipped  out  on  the  road  as  called  for. 

The  following  mixtures  were  used  for  signal-oils:  Winter  oil,  8  parts  150  deg.  fire-test,  8  parts 
300  deg.  fire-test,  15  parts  lard  and  10  parts  rape-seed;  summer  oil,  8  parts  150  deg.  fire-test,  8  parts 
300  deg.  fire-test,  and  20  parts  lard.  Signal-oil  was  mixed  at  about  140  to  150  deg.  Fahrenheit. 
When  the  temperature  reached  140  or  145  deg.  the  steam  was  turned  off  and  the  oil  was  stirred  for 


OIL-MIXJXG  IIO  USES. 


99 


aliout  five  minutes.  The  stirriiiL;  for  lluit  Irnglli  of  time  was  repeated  five  or  ten  times  at  intervals 
of  from  five  to  ten  minutes. 

The  mi.xture  for  cyUnder-oil  was  composed  of  4  i>arts  tallow  and  12  parts  stock.  It  was  heated 
to  from  200  to  300  deg.  Fahrenheit,  the  heat  being  kept  up  for  about  five  hours,  with  continual 
stirring  during  that  time. 

Oil-mixing  House  at  Altooiia,  Pa.,  rcnnsylvania  Railroad. — The  oil-mixing  house  of  the  Pennsyl- 
vania Railroad,  at  Altoona,  Pa.,  shown  in  Figs.  219  to  222,  has  been  in  operation  for  about  twenty-five 


Fig.  2ig. — Cross-section. 


Fig.  22I. — Cross-section  of  T.vnk. 


Fig.  220. — Ground-plan. 


Fig.  222. — Plan  of  Tank. 


years.  It  is  a  two-story  fireproof  structure  with  a  cellar.  The  oils  are  mixed  in  tanks  in  the  cellar. 
The  main  room  on  the  ground-floor  serves  to  store  mixed  oil  in  storage-tanks,  from  which  it  is  drawn, 
as  reipiired,  for  local  use  or  put  into  barrels  for  shipment  over  the  road,  and  the  second  story  is  used 
for  the  storage  of  waste.  In  addition  to  the  oil-mixing  house  there  is  an  oil-storage  house,  located  a 
short  distance  from  the  former,  serving  to  store  oils,  tallow,  etc.,  as  received  in  barrels.     There  a-re 


loo  BUILDINGS  AND    STRUCTURES    OF  AMERICAN   RAILROADS. 

diimijing-trouglis  in  one  end  of  the  storage-house  connected  by  pipes  with  tlie  mixing-tanks  in  tlie 
cellar  of  the  oil-mixing  house.  The  ingredients  required  to  make  a  batch  of  oil  are  weighed  and 
dumped  into  the  troughs  in  the  storage-shed,  from  where  they  run  through  pipes  to  the  mixing-tanks. 
Mixing  is  done  principally  by  hand,  but  agitating  the  oil  in  the  mixing-tanks  by  means  of  paddles 
attached  to  shafts,  driven  by  machinery,  is  also  used,  as  shown  in  the  illustrations,  which  represent 
more  particularly  the  arrangement  and  details  of  the  cylinder-oil  mixer.  'I'here  is  a  steam-pump  on 
the  main  floor  of  the  oil  mixing  house  for  transferring  oils  from  the  mixing-tanks  in  the  cellar  to  the 
storage-tanks  overhead.  The  pump  and  shafting  is  driven  by  an  engine  and  boiler  placed  outside 
the  building,  and  steam  from  the  boiler  is  employed  to  warm  the  building  in  winter  and  to  heat  the 
coils  in  the  tanks.  No  lights  are  allowed  in  the  oil-house,  which  is  illuminated  by  gas  burning  out- 
side the  house  and  opposite  windows  provided  for  that  purpose. 

Relative  to  the  cylinder-oil  mixer,  shown  in  the  illustrations,  the  tank  is  7  ft.  3  in.  in  diam.  by  3 
ft.  6  in.  dee]3,  covered  on  toj),  the  top  being  set  6  in.  above  the  floor.  The  thickness  of  the  iron 
sheets  is  \  in.,  stiffened  with  angle-irons.  The  heating  is  done  by  a  ij-in.  spiral  steam-coil,  as  shown. 
There  are  two  tiers  of  paddles,  each  consisting  of  three  arms,  8  in.  high  by  \  in.  thick  by  3  ft.  4  in. 
long,  attached  to  a  if-in.  shaft,  which  makes  about  15  to  20  revolutions  per  minute. 

Mr.  Charles  B.  Dudley,  Chemist,  Pennsylvania  Railroad,  has  kindly  furnished  the  following 
general  data  relative  to  oil-mixing  houses  on  the  Pennsylvania  system  :  Each  grand  division  on  the 
P.  R.  R.  has  an  oil-mixing  house  of  its  own.  As  a  rule,  the  buildings  used  are  of  brick,  roofed  with 
slate  and  floored  with  cement  or  brick.  They  are  sometimes  one-story  and  sometimes  two-story 
buildings,  according  to  the  location;  in  the  latter  case  the  upper  story  is  used  for  the  storage  of 
waste.  The  oils  are  usually  bought  delivered  in  car-load  lots  in  barrels,  although  at  some  places  oil 
is  received  in  tank-cars.  If  in  barrels,  they  are  unloaded  and  stored  till  required  in  a  sort  of  open 
shed  independent  of  the  regular  oil-mixing  house  or  in  an  oil-storage  house,  which  is  usually  built  of 
brick  with  brick  floor.  The  mixing  is  done  in  some  houses  by  hand  and  in  others  with  paddles  and 
machinery.  Mixing  oil  by  blowing  air  is  not  considered  good  practice,  as  it  oxidizes  the  fatty  oils 
and  leads  to  difficulty.  The  heating  of  the  oils  in  the  tanks  is  done  by  steam-coils,  usually  in  the 
bottom  of  the  tanks.  The  mixed  oil  is  stored  in  large  tanks  situ.ited  on  the  main  floor,  and  provided 
with  gauge-glasses  to  indicate  the  amount  in  the  tank,  and  is  drawn  from  these  tanks  by  faucets  into 
cans  and  buckets  for  use  in  the  vicinity,  or  it  is  also  drawn  into  barrels  and  shipped  to  various  points 
on  the  division.  The  power  used  at  the  oil-mixing  houses  for  pumping  and  mixing  is  furnished  by  a 
small  steam-engine,  usually  separated  from  the  main  building  by  a  brick  partition  ;  and  if  it  is  not 
convenient  to  take  steam  from  some  adjacent  boiler,  a  small  upright  boiler  is  put  in  the  same  building 
with  the  engine.  The  interior  is  best  lighted  by  electricity,  but  if  gas  or  oil  must  be  used  the  jet  is 
not  allowed  to  burn  in  the  open  place  where  the  storage  of  oil  is;  it  is  usually  placed  behind  a  win- 
dow, or  in  a  special  compartment  made  for  it.  The  main  materials  purchased  are  extra  lard-oil, 
extra  No.  i  lard-oil,  paraffine-oil,  150  deg.  fire-test  burning-oil,  300  deg.  fire-test  burning-oil,  well-oil, 
500  deg.  fire-test  oil,  and  tallow.  The  oils  usually  mixed  are  signal-oil,  engine-oil,  passenger-car  oil, 
cylinder-lubricant,  and  navy  sperm-oil. 

OiI?nixiii!;  LLoiise  at  Susquehanna,  Pa.,  New  York,  Lake  Eric  &^  IVesUrn  Railroad. — The  operation 
of  an  oil-mixing  plant  at  Susquehanna,  Pa.,  on  the  New  York,  Lake  Erie  &  Western  Railroad,  shown 
in  Kig.  223,  was  aliandoned  in  March,  1888,  after  having  been  in  service  successfully  since  June, 
1885,  the  abandonment  being  due  to  a  change  in  the  policy  adopted  by  the  railroad  company  rela- 
tive to  manufacturing  its  own  supplies.  The  following  data  have  been  kindly  furnished  Ijy  Mr. 
Walter  D.  Gregory,  who  formerly  had  charge  of  the  plant  as  the  chemist  of  the  N.  Y.,  L.  E.  &  W. 
R.  R.  The  building  was  one-story,  brick,  about  60  ft.  X  35  ft.,  with  a  frame  lean-to  annex,  about 
60  ft.  X  12  ft.  The  shed  annex  served  to  hold  tank-cars  and  to  heat  them  up  sufficiently  by 
means  of  steam-coils  along  the  walls  to  enable  the  oil  in  the  tank-cars  to  be  discharged  by 
gravity  into  two  large  receiving-tanks  buried  in  the  ground  under  the  main  building.  These 
storage-tanks  were  built  each  of  two  old  locomotive-tender  tanks  spliced  and  pieced  out  so  as  to 
form  tanks  of  about  7500  gallons  storage  capacity.  All  petroleum  stocks  arrived  in  tank- 
cars;  all  animal  oils  and  other  materials  arrived  in  barrels  or  casks.  One  end  of  the  main  build- 
ing was  used   for  the  storage  of  barrels,  and  was  arranged  with  a  series  of  skids;   the  balance  of  the 


OIL-MIXING  HO  USES. 


=4=t 


Fig.  223. — GuouND  ri.AN. 


building  luul  a  wooden  floor.     .\l  the  other  end  of  the  luiildini;  there  were  two  mixing-tanks,  set  above 

the  floor,  so  that  themi.xed  oil  could  be  drawn  off 

into  barrels  placed  under  them.     The  charging  of 

tlie  mixing-tanks  was  accomi)lished  by  hoisting  up 

barrelled  stock  by  means  of  a  small  steam  hoisting- 
engine   and  proper   appliances,  and  swinging  the 

barrels  on  to  skids  on  top  of  the  tanks,  where  tlie 

oil  was  discharged  through  strainers  into  the  tanks. 

The  oil  in  the  receiving-tanks  in  the  ground  had 

to  be  pumped  up  into  the  mi.\ing-tanks  by  means 

of  a  small  steam-pump.     One  of  the  mixing-tanks 

was  wrought-iron,  hemisjiherical  in  shape,  with  a 

capacity  of  about  25  barrels  ;  the    other    was    of 

wrought-iron,  cylindrical  in  shape,  with  a  capacity 

of  about  five   barrels.     The    house  and  mixing- 
tanks  were  heated  by    steam-coils.     The    mixing 

was    done   with  paddles  on    shafts  set   into    the 

mixing-tanks    and    operated    by    a    small   steam- 
engine.     The  lighting  of  the  house  was  done  by 

gas,  without  any  special  safety  provisions.     There 

was  a  steaming-trough  inside  the  house  on  which 

barrels  were  steamed    out.     In    addition    to    the 

skid's  in  the  building,  there  was   a  series  of  skids 

in  the  yard  back  of  the  house  for  the  storage  of  empty  barrels  and  barrelled  stock.     There  was  never 

much  mixed  oil  to  keep  in  store,  as  it  was  usually  shipped  out  as  fast  as  made. 

Oil-mixing  House  at  Milwaukee,  JFis.,  Chicago,  Milwaukee  &^  Si.  Paul  Railway. — The  following 
information  relative  to  the  oil-mixing  house  of  the  Chicago,  Milwaukee  &  St.  Paul  Railway  at  Mil- 
waukee, ^\■is.,  has  been  compiled  from  data  kindly  furnished  by  Mr.  George  Gibbs,  Mechanical  Engi- 
neer, Chicago,  Milwaukee  &  St.  Paul  Railway.  This  house  forms  the  principal  plant,  although  there 
are  several  smaller  ones  distributed  over  the  road.  The  bouse  is  located  near  the  general  storehouse 
of  the  main  shops  of  the  road  at  Milwaukee,  and  consists  of  a  one-story  brick  building,  48  ft.  X  102 
ft.,  roofed  witli  corrugated  iron.  The  interior  is  divided  into  two  rooms,  the  front  one,  48  ft.  X  28  ft., 
for  mixing  oils  and  for  the  local  supply;  the  rear  one,  48  ft.  X  74  ft.,  for  storage  of  oil  in  barrels  and 
of  cotton  and  wool  waste.  The  mixing-tanks,  pumps,  and  tanks  for  storage  and  barrelling  are  located 
in  the  front  or  mixing-room.  There  are  two  large  iron  receiving-tanks,  each  of  18,000  gallons 
ca.pacity,  covered  with  iron  roofs,  sunk  in  brick-lined  pits  outside  of  the  liouse.  The  crude  stock 
arriving  in  tank-cars  is  stored  in  these  underground  receiving-tanks,  and  barrelled  stock  is  stored  partly 
in  the  house  and  partly  on  platforms  surrounding  the  building.  There  are  two  upright  wrought-iron 
rnixing-tanks,  each  of  13  barrels  capacity,  set  in  pits  in  the  mixing-room  floor,  the  tops  of  the  tanks 
being  provided  with  strainers  and  covers.  The  oils  are  mixed  by  a  steam-pump,  which  punqis  the  oil 
from  the  bottom  of  the  mixing-tank  and  returns  it  at  the  top,  which  pumping  operation  is  maintained 
until  the  ingredients  are  thoroughly  mixed.  The  mixed  oil  is  transferred  by  the  same  pump  that  does 
the  mixing  from  the  mixing-tanks  to  a  s  'ries  of  storage-tanks  for  mixed  oils  located  in  tlie  mixing- 
room,  from  which  tanks  the  oil  is  drawn  for  use  in  the  vicinity,  or  barrelled  for  shijiments  over  the 
road.  The  oil  is  heated  by  steam-coils  ])laced  a  little  above  the  bottoms  of  the  tanks.  Steam  for  use 
in  the  house  is  drawn  from  the  main  shoji  boiler.     The  building  is  lighted  by  electricity. 

The  oils  mixed  at  this  house  are  signal-oil  and  bolt-cutting  oil.  The  capacity  of  the  two  mixing- 
tanks  is  about  50  barrels  per  day.  The  entire  road  supply  is  handled  at  this  house,  amounting  in  the 
year  1888  to  18,097  barrels.     The  plant  has  been  in  operation  since  1883. 

Oil-mixing  Houses  of  the  New  York  &•  Netu  England  Railroad. — The  New  York  &  New  Eng. 
land  Railroad  has  maintained  for  several  years  small  oil-mixing  plants  at  South  Boston,  Boston, 
and  Norwood,  Mass.,  and  at  Hartford,  Conn.  The  following  information  has  been  prepared  from 
general   data  kindly  furnished   by  Mr.  A.  (Jriggs,  Superintendent  of   Motive  Power,  N.  Y.  &  N.  E.  R. 


I02 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


OfL-MIXING  HOUSES. 


103 


R.,  and  by  Mr  I',  H,  Coiirailsdii,  fmiiKil}'  1  licniisl  of  the  road.  'I'lic  liiiildiiif;s  in  use  were  not 
specially  built  for  the  service,  and  are  in  some  cases  only  frame  slieds.  The  floors  are  of  wood  or  of 
sand.  Some  of  the  storage-tanks  are  in  the  buildinj;,  and  some  of  them  are  buried  in  the  ground 
outside.  Some  of  the  mixing-tanks  are  made  of  old  tender-tanks  with  paddles  in  the  back  ends 
worked  by  a  belt  from  the  shop  engines.  Some  of  the  tanks  are  old  water-tanks  and  some  oil- 
tanks.  All  crude  oils  arrive  in  tank-cars,  and  are  pumped  into  the  storage-tanks  by  a  steam-])ump. 
The  kettles  used  for  boiling  are  open  urought-iron,  such  as  are  commonly  used  by  roofers  for  melting 
tar,  a  wood  fire  being  built  under  them  in  the  usual  way.  The  oil  in  tlie  storage-tanks  is  kejil  warm 
in  cold  weather  by  means  of  steam-])i[)es.  rower-j)umps  are  used  at  most  of  the  houses  for  handling 
and  transferring  the  oils.  The  oils  mixed  are  lubricaling-oils  for  cars  and  engines,  cylinder-oil  for 
locomotives,  lantern-oil,  marine-engine  and  \alve-oil  for  steamers.  In  the  preparation  of  the  car  and 
engine-oils  a  so-called  concentrated  chemical  solution  is  prepared  only  at  the  Norwood  ])lant,  which 
solution  is  distributed  to  the  other  houses,  where  it  is  mixed  by  agitation  with  a  given  amount  of  well- 
oil  in  tlie  mixing-tanks.  After  this  operation  the  mixed  oil  is  pumped  to  storage  tanks,  barrelled  and 
shipiied  out  on  the  road,  as  required.     The  plants  have  been  in  operation  for  several  years. 

Oi/-i/iixini;-/ioiisc  Design,  Packcrtoii,  Pa.,  Lehigh   Valley  Railroad. — The  design  for  an  oil-mixing 
house  of  the  Lehigh  X'aliey  Railroad,  shown  in  Figs.  224  to  229,  jjrcpared  by  Mr.  .S.   French  Collins 


Fig.  227.— Cross-sectio.n  oi'  Tanks, 


Fig.  228. — Ei.KVAJioN  ok   1  anks. 


under  the  direction  of  Mr.  John  S.  Lentz,  Superintendent  Car  Department,  L.  V.  R.  R.,  was  to  have 
been  carried  out  at  Packerton,  I'a.,  but  was  subse(piently  abandoned,  principally  owing  to  the  limited 
space  available.  The  plans  show  a  one-story  brick  structure,  80  ft.  X  33  ft.,  roofed  with  galvanized 
corrugated  iron,  divided   into  two  rooms  on   the   ground-floor,  with  a  basement  at  one  end   of  the 


I04 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


building.  The  system  to  be  used  was  similar  to  that  employed  at  the  Meadows  Shops  of  the  Penn- 
sylvania Railroad,  described  above.  The  plans  contemplated  using  four  mixing-tanks  in  the  base- 
ment, into  which  the  oil  to  be  mixed  was  to  be  dumped  from  the  main  floor  overhead  or  pumped 
from  the  receiving-tank  in  the  basement.  The  mixing  was  to  be  done  by  paddles  attaclied  to  shafting, 
operated  by  machinery,  as  shown  on  the  plans.  The  oils  arriving  in  Ijarrels  were  to  be  stored  in  the 
large  room  of  the  building,  and  oils  arriving  in  tank-cars  were  to  be  stored  in  large  receiving-tanks  in 
the   basement.      Immediately  over  the  mixing-tanks  there   were  to  be  six  storage-tanks,  set  on   a 


Plan  of  Tanks. 


trestling  raised  3  ft.  above  the  main  floor,  which  storage-tanks  were  to  hold  the  mixed  oils  until  drawn 
off  for  local  use  or  put  in  barrels  for  shipment  over  the  road. 

Oilmixing  House  at  Perth  Aiiihoy,  N.  /.,  Lehigh  Valley  Railroad. — The  oil-mixing  house  of 
the  Lehigh  Valley  Railroad  at  Perth  Amboy,  N.  J.,  designed  and  built  by  the  author,  shown  in 
Figs.  230  to  235,  is  a  very  extensive  and  complete  plant  for  mixing  and  storing  oils,  which  has  been 
operated  very  successfully  for  a  number  of  years.  The  process  employed  is  that  of  mixing  the  oils 
by  blowing  air  into  the  mixing-tanks.  An  exhaustive  description  of  this  plant,  including  a  complete 
set  of  illustrations,  and  a  very  thorough  account  of  the  operation  of  the  works,  and  the  methods 
employed  for  testing  the  oils,  prepared  by  Mr.  C.  P.  Coleman,  Chemist,  L.  V.  R.  R.,  was  published 
in  the  issues  of  the  Railroad  Gazette  of  April  10,  17,  and  24,  1891.  The  following  description  and 
illustrations  are  taken  from  above  publication: 

The  location  of  the  oil-mixing  works  is  at  the  coal  and  freight  terminal  of  the  Lehigh  Valley 
Railroad  at  Perth  Amboy,  N.  J.,  adjoining  the  creosoting  works  of  the  same  company,  the  boilers  at 
the  creosoting  works  supplying  steam  to  the  oil-works.  The  general  layout,  as  shown  in  Fig.  230, 
consists  of  the  oil-mixing  house  proper,  the  tank-car  discharging-house,  and  the  storage-shed,  located 
some  distance  away  from  the  mixing-house.  Two  tracks  run  into  the  works,  and  ample  yard  space  is 
provided  for  the  storage  of  surplus  stock,  empty  barrels,  and  sundry  supplies. 

The  crude  oils  or  stock  not  requiring  to  be  mixed,  when  received  at  the  works  in  barrels,  are 
stored  in  the  storage-shed  until  shipped  off  or  needed  in  the  oil-mixing  house.  Oil  arriving  in  tank- 
cars  is  discharged  by  gravity  from  the  tank-car  discharging-house  into  the  large  storage-tanks  in  the 
basement  annex  to  the  oil-mixing  house. 

The  oil-mixing  house  consists  of  a  barrel-storage  room,  and  a  discharge  and  supply-room  on  an 
up]Jir  level,  with  a  basement  annex  consisting  of  three  rooms,  respectively,  the  mixing-room,  the 
storage-tank  room  for  crude  stock,  and  the  engine-room.  The  main  working-room  (the  discharge 
and  sujiply-room),  on  the  upper  level,  serves  for  dumping  the  barrel  crude  stock  and  tallow  into  the 
mixing-tanks  in  the  basement.  It  is  also  utilized  to  store  the  mixed  oils  in  supply-tanks  located 
along  one  side  of  the  room,  from  which  the  mixed  oils  are  drawn  into  barrels  for  shipment  over  the 
road. 

The  storage-shed  is  a  one-story  frame  structure,  100  ft.  X  38  ft.,  divided  into  two  rooms — the 
one  for  storage  of  oils  in  barrels,  and  the  other  for  storage  of  waste  in  bales.  A  loading  piatform 
runs  along  a  track  on  one  side  of  the  house,  and  barrel  skids  along  the  platform  facilitate  the  transfer 
of  barrels  between  the  storage-shed  and  the  oil-mixing  house.  The  floor  of  the  shed  consists  of 
])lank  on  mud-sills.  The  building  is  sheathed  and  roofed  with  galvanized  corrugated  iron  on  a 
wooden  frame.  The  roof-trusses  are  spaced  10  ft.  centres.  The  height  from  floor  to  truss  is  12  ft. 
in  clear.  This  building  is  described  more  fully  in  the  chapter  on  oil-storage  houses,  and  illustrated 
in  Fig.  189. 


OIL-MIXING  HOUSES.  105 

The  tank-cai-  (lischaTging-liousc  is  a  oiif-story  frame  slicil,  20  ft.  X  45  ft.,  sheathed  and  roofed 
with  galvanized  corrugated  iron.  This  house  serves  in  winter  to  heat  heavy  or  congealed  oils  arriv- 
ing in  tank-cars  till  the  oil  gains  the  projjer  fiuidity  so  as  to  be  discharged  into  the  storage-tanks 
in  the  adjoining  basement.  The  cars  are  run  into  llie  house,  the  doors  closed,  and  steam  turned  into 
steam-coils  along  the  walls  of  the  building.  This  building  obviates  the  objectionable  features  of 
inserting  a  steam-pipe  into  tiie  tank-cars,  and  discharging  live  steam  into  the  congealed  oil,  and  it 
offers  a  less  cumbersome  method  than  the  system  of  placing  horseshye-shaped  steam-coils  over  the 
tank-cars. 

The  oil-mixing  hoi.se,  shown  in  all  the  illustrations,  consists  of  a  one-story  brick  building,  38  ft. 
X  71  ft.  6  in.,  on  stone  foundations,  with  double-pitc'hed  iron  roof  covered  with  galvanized  corru- 
gated iron,  divided  by  a  brick  partition-wall  into  the  barrel-storage  room,  35  ft.  6  in.  X  38  ft.  6  in.  in 
the  clear,  and  the  discharge  and  sup[)ly-room,  35  ft.  6  in.  X  38  ft.  6  in.  in  the  clear.  The  basement 
annex  is  a  brick  and  stone  structure,  roofed  with  a  flat  roof,  covered  with  a  layer  of  (  emenl,  tar,  and 
gravel,  on  4-in.  flat  brick  arches  sprung  between  6-in.  I-beams,  spaced  3  ft.  centres,  and  spanning  11 
ft.,  supported  at  their  ends  on  the  walls  and  on  a  12-in.  I-beam  on  8-in.  cast-iron  columns.  The  base- 
ment has  three  rooms,  respectively,  the  mi.xing-room,  12  ft.  6  in.  X  32  ft.  in  the  clear;  the  storage- 
tank  room  for  crude  stock,  22  ft.  X  35  ft.  in  the  clear;  and  the  engine-rjom,  6  ft.  X  24  ft.  in  the  clear, 
I'he  clear  iieight  of  the  upper  rooms  is  12  ft.  6  in.;  the  clear  height  of  the  basement  varies  from  8  ft. 
at  the  low  end  to  12  ft.  at  the  high  end.  The  engine-room  is  connected  with  the  supply  and  dis- 
charge-room by  stone  steps,  walled  over  with  brick,  and  provided  with  iron  doors  at  lop  and  bottom. 
The  upper  floor  is  12  ft.  6  in.  higher  than  the  floor  in  the  basement,  and  4  ft.  abo\e  the  track  that 
runs  along  the  8-ft.  loading  platform  on  one  side  of  the  house.  All  the  brick  walls  in  tlie  building 
are  13  in.  thick,  to  aft'ord  greater  stability  and  safety  to  the  structure  in  case  of  fire.  The  iron  roof- 
trusses  over  tlie  main  building,  spanning  37  ft.  between  centres  of  walls,  are  spaced  10  ft.  centres. 
They  are  pin-connected,  and  built  of  angle-iron  principal  rafters,  star-iron  struts,  round-iron  tie-rods- 
and  angle-iron  jiurlins,  spaced  5  ft.  6  in.,  and  covered  with  No.  20  gauge  galvanized  corrugated 
iron  fastened  to  the  purlins  with  flat  hoop-iron  l)and.=  .  The  door  and  door-frames  throughout  the 
house  are  wrouglu-iron,  and  the  door-sills  are  cast-iroii.  All  window  frames  and  sash,  including  tlie 
muUions,  are  cast-iron.  All  windows  are  provided  with  wrought-iron  shutters.  All  sashes  are  fi.ved 
througiiout  the  house,  but  there  are  two  lights  in  eacli  window  hung  in  a  cast-iron  [livoting  sash  set 
in  between  the  cast-iron  mullions  of  the  main  sash.  In  addition  to  these  openings  in  the  sash,  ven- 
tilators are  provided,  as  shown  on  the  plans.  The  sash  in  the  mi.xing-room  and  storage-tank  room' 
are  bolted  into  tlu-  window-frames  in  such  a  way  as  to  be  readily  removed  to  allow  tanks  to  be  taken 
through  the  window  ojienings  in  case  of  repairs  or  renewals  being  required.  The  floor  of  the  loading 
platform  and  of  the  barrel-storage  room  is  made  of  stone  slabs,  the  floor  of  the  discharge  and  su])ply- 
room  of  brick  laid  flat,  and  the  floor  in  the  basement  of  cement  dished  toward  suitable  sink-holes 
connecting  with  drain-pipes. 

'I'liere  are  seven  supply-tanks  4  ft.  in  diameter,  by  7  ft.  high,  for  the  storage  of  mixed  oils,  placed 
on  a  raised  platform  on  one  side  of  the  discharge  and  su]iply  room.  The  jilatform  is  built  of  6-in. 
I-beams  on  brick  piers.  The  tanks  are  built  of  i-in.  iron,  and  covered  on  top,  and  have  fau<cts  with 
co])per-wire  basket-Strainers,  glass  gauge-tubes,  and  cast-iron  drip-boxes  on  the  floor  under  the 
faucets.     Each  tank  holds  625  gallons. 

On  the  side  of  the  discharge  and  suiiply-rooni,  next  to  the  mixing-room,  there  are  six  cast-iron 
box  troughs  set  in  the  floor,  each  connected  b\'  a  6-in.  pipe,  passing  through  the  stone  foundation-wall 
of  the  main  building,  with  the  top  of  the  mixing-tanks  in  the  basement.  The  sides  of  these  trouglis 
are  raised  a  few^  inches  above  the  floor,  so  as  to  form  skids  for  the  barrels  to  rest  on  wdien  being 
dumped.  The  opening  at  the  end  of  the  trough  leading  into  the  6-in.  pipe  is  covered  with  wire  net- 
ting, and  kept  closed,  when  not  in  use,  by  a  heavy  cast-iron  hinged  cover.  Each  trough  is  12  in.  wide 
by  5  ft.  long,  and  from  6  in.  to  10  in.  deep. 

In  the  mixing-room  in  the  basement  there  are  four  mixing-tanks  at  present  (space  being  left  for 
two  more,  if  ever  required),  set  on  a  stone  bench  raised  i  ft.  above  the  floor  of  the  basement.  Each 
mixing-tank  is  4  ft.  in  diameter  and  7  ft.  high,  built  of  \-\\\.  iron,  covered  on  top,  and  surrounded  by 
a  steam-jacket  built  cf  f',;  '"•  iron.     The  capacity  of  each  mixing-tank  is  625  gallons. 


io6  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

In  the  storage-tank  room  there  are  two  cylindrical  tanks,  similar  to  tanks  on  tank-cars,  each  5  ft. 
6  in.  in  diameter,  and  27  ft.  long,  with  a  capacity  of  4680  gallons.  The  tanks  are  built  of  i-in.  iron, 
and  set  on  cast-iron  saddles  on  the  top  of  the  floor. 

In  the  engine-room  there  are  a  vertical  engine,  a  rotary  blower,  and  a  steam-pump.  The  engine 
is  of  the  New  York  Safety  Steam  Power  Co.'s  make,  and  is  supplied  with  steam  through  a  2  in.  pipe 
connected  with  the  main  steam-pipe  from  the  boilers  of  the  creosoting  works  adjacent  to  the  oil- 
works,  as  explained  above.  It  has  a  7-in.  X  9-in.  cylinder,  and  a  nominal  capacity  of  10  H.P.  The 
engine  drives  the  rotary  blower  by  means  of  a  42-in.  fly-wheel  and  belting.  The  rotary  blower  is  of 
the  Wilbraham  Bros.'  (size  C)  make,  and  serves  not  only  to  mix  the  oils  in  the  mixing-tanks  by  blow- 
ing air  into  the  tanks  near  the  bottom  of  the  tanks,  thereby  causing  the  contents  of  the  tank  to  be 
thoroughly  agitated,  but  it  serves  also  as  an  oil-pumji.  The  suction  is  2  in.  in  diameter,  arranged  to 
work  00  the  oil-pipes  or  to  draw  in  air,  and  the  discharge-pipe  is  2  in.  in  diameter,  connecting  with 
the  blow-[)ipes  to  the  tanks  or  with  the  oil-pipes.  In  addition  to  the  blower  there  is  an  ordinary 
steam-pumj)  for  transferring  oils,  supplied  with  steam  through  a  i-in.  steam-jiipe.  This  punii)  is  of 
Guild  &:  Garrison's  make,  and  has  a  6-in.  X  7-in.  steam-cylinder  and  a  3l-in.  X  lo-in.  oil-cylinder, 
with  a  2-in.  suction  and  a  2-inch  discharge-pipe. 

The  .pipe  system,  shown  in  Figs.  233  and  234,  consists  of  blow-pipes  from  the  blower  to  the 
mixing-tanks  in  the  basement  and  to  the  supply-tanks  in  the  discharge  and  supply-room,  in  the  first 
case  to  mix  the  oils  and  in  the  latter  case  to  agitate  the  mixed  oils  slightly  from  time  to  time  to 
prevent  the  ingredients  separating  to  a  more  or  less  extent  according  to  their  specific  gravities,  if 
allowed  to  stand  undisturbed  fcr  quite  a  time.  'I"he  blow-pipe  in  each  tank  extends  to  within  a  few 
inches  of  the  bottom  of  the  tank,  where  it  branches  into  four  short  horizontal  perforated  i-in.  jupes. 
The  oil-pipe  system  consists  of  suction-pipes  from  the  large  storage-tanks  in  the  basement  to  the 
pumps,  and  discharge-pipes  from  the  latter  to  the  mixing-tanks  to  allow  crude  stock  from  the  storage- 
tanks  to  be  transferred  to  the  mixing-tanks.  There  are  also  suction-pipes  from  the  mixing-tanks  to 
the  pumps  to  allow  the  mixed  oils  to  be  pumped  up  through  delivery-pipes  to  the  supply-tanks  in  the 
discharge  and  supply-room.  There  is  also  a  delivery-pipe  from  the  pumps  to  the  storage-tanks,  in 
case  oil  is  to  be  transferred  from  the  mixing-tanks  or  the  supply-tanks  to  the  storage-tanks.  There 
is  no  special  suction-pipe,  however,  provided  in  the  supply-tanks,  as  the  blow-pipe  entering  the  same 
can  be  used  as  suction-pipe  in  connection  witli  the  rotary  pump  for  transfer  of  oils  from  the  supply- 
tanks  to  the  different  tanks  in  the  basement,  which  operation  is  seldom  required.  There  is  also  a 
suction-pipe  extending  to  the  tank-car  discharging-house,  so  that  oils  can  be  pumped  directly  from  the 
discharge-box  alongside  the  cars  through  the  pumps,  in  jjlace  of  being  discharged  by  gravity  to  the 
storage-tanks,  which,  under  certain  contingencies,  might  be  found  desirable.  As  previously  exjjlained, 
the  blower  can  be  used  as  a  rotary  pump  to  transfer  oil,  and  the  various  suction  and  delivery  pipes 
are  connected  in  such  a  way  with  the  blower  and  the  regular  oil-jjump  that  either  one  or  the  other 
can  be  operated  on  any  of  the  oil-pipes. 

The  system  of  delivery-]>ipes  leading  from  the  pumps  to  the  mixing-tanks  and  to  the  sup])Iy- 
tanks,  and  the  suction-pijies  leading  from  the  mixing-tanks  to  the  jninqis,  is  doidile,  so  as  to  enable 
the  light-colored  oils  to  be  kept  separate  from  the  dark-colored  oils,  the  one  line  being  used  ex- 
clusively for  one  class  of  oils  and  the  other  line  for  the  other  class.  Except  in  cases  of  breakdowns, 
the  rotary  pum]i  is  used  exclusively  for  light-colored  oils  and  the  regular  oil-pum]i  for  dark  or  heavy 
oils,  which,  when  slightly  congealed,  reijuire  considerable  power  to  force  them  through  the  pipes. 
The  pipes  are  all  inclined  as  much  as  ])Ossible,  so  as  to  allow  them  to  free  themselves  liy  gravity 
when  pumping  is  stopped.  At  all  low  dead-ends  drain-cocks  are  jjrovided,  and  any  oil  left  in  the 
pipes  after  ])umping  is  drained  off  into  buckets  before  another  grade  of  oil  is  pumped  through 
the  same  pipe.  In  this  manner  the  adulteration  of  one  grade  of  oil  by  coming  in  contact  in  the 
pipes  or  pumps  with  remnants  of  another  grade  of  oil  is  reduced  to  the  least  possible  limit.  The 
suction-pipe  and  the  delivery-pipe  between  the  storage-tanks  in  the  basement  and  the  jjumps  are 
single,  as  only  dark  oils  pass  through  them.  The  blow-pipes  are  \\  in.  in  diameter,  and  the  oil-iiipes 
are  2  in.  in  diameter. 

The  heating  of  the  house  and  of  the  mixing-tanks  is  done  by  sujierheated  steam,  supplied  from 
the  superheater  at  the  adjacent  creosoting  works.     As  shown  in  Fig.  235,  there  are  steam-coils  in  the 


Oll.-MIXIAG  no  USES. 


107 


discharge  and  svipply-rooin  back  of  tlie  su|>iil)-laiiks,  tlic  number  being  larger  back  of  the  tanks  for 
heavy  oils  than  for  light  oils.  'I'here  are  also  coils  along  the  wall  next  to  the  (lunii)ing-troughs  and 
on  the  jjartition  next  to  the  storage-room  ;  as  barrels  prior  to  being  dumped  are  brouglit  in  from  the 
storage-room  and  placed  along  this  [)artition  the  oil  is  thus  rendered  lliiiil  enough  to  discharge  easily. 
The  temperature  of  tlie  discharge  and  supjjlj-room  is  generally  ke])t  at  about  70  degrees  Fahr.  In  the 
barrel-storage  room  the  temperature  is  maintained  at  about  70  degrees  Fahr.  by  means  of  coils  hung 


Plf^3  TV  C/tlOSOTWC  WM/fS 


Fig.  230     Gkneral  Plan. 


r^, 


Fig.  231. — Front  Elevation, 


Fig.  232. — End  Ele\'ation. 


from  the  trusses  overhead,  and  Iiy  a  set  of  coils  along  the  partition  next  to  the  discharge  and  supply- 
room,  the  aim  being  to  gradually  heat  the  oils  as  they  are  transferred  from  the  general  stock  in  the 
storage-room  till  ready  to  discharge  into  the  dumping-troughs.  The  general  temperature  of  the  oil- 
mixing  room  does  not  require  to  be  over  70  degrees  Fahr.,  but  it  is  usually  1 10  degrees  when  working, 
due  to  the  large  amount  of  heat  thrown  off  by  the  steam-jackets  around  the  mixing-tanks.  The  tank- 
storage  room  in  the  basement  is  heated  by  a  set  of  coils  hung  from  the  roof  over  the  tanks,  the  tem- 
perature being  kept  at  about  70  degrees  Fahr.     The  pipes  of  the  steam-coils  are  i^  in.  in  diameter. 

The  house  is  lighted  throughout  by  incandescent  lights  supplied  from  the  electric-light  plant  of 
the  railroad  company  at  the  Perth  Amboy  terminal. 

The  provisions  for  protection  against  fire,  as  shown  in   Fig.  235,  are  jiarticularly  noteworthy  in 


loS 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


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OIL-MJXING  HO  USES. 


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no  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

this  design,  and  have  been  carried  out  witli  great  care  and  forethought.  The  idea  of  isolating  the 
basement  annex  from  the  main  body  of  the  house  and  the  distribution  of  the  oil  stock  to  different 
rooms  and  buildings,  so  as  to  limit  the  spread  of  fire,  so  far  as  possible,  has  been  conscientiously 
carried  out.  In  every  room  there  is  a  li-in.  water-pipe  with  about  25  ft.  of  hose  attached  ready  for 
immediate  service,  the  water  being  controlled  by  a  valve  on  the  wall  next  to  the  hose  connection.  In 
addition  small  portable  chemical  fire-extinguishers  are  placed  on  shelves  in  different  parts  of  the 
building.  In  case  a  fire  cannot  be  brought  under  control  by  the  water-hose  or  the  chemical  apparatus, 
then  the  introduction  of  live  steam  into  the  room  is  employed  to  smother  the  fire  :  for  this  purpose 
there  leads  into  each  room  a  separate  i|-in.  steam-pipe  with  an  open  end  in  the  room,  so  that  live 
steam  can  be  turned  into  any  of  these  rooms  from  the  valve-house  outside  of  the  main  building.  To 
prevent  the  escape  of  the  steam  and  to  prevent  the  entrance  of  air,  as  also  to  retard  the  sjiread  of  a 
fire,  all  door-openings  and  jiassages  have  iron  doors,  the  windows  are  provided  with  iron  shutters,  and 
all  ventilators  have  dampers  which  can  be  closed  from  the  outside  of  the  house.  In  addition  there 
are  several  hundred  feet  of  2|-in.  fire-hose  in  the  valve-house  near  the  works.  To  prevent  the  large 
closed  storage-tanks  in  the  basement  from  exploding  in  case  of  fire,  overflow  or  relief  jjipes  are  pro- 
vided, which  project  above  the  shed  roof  over  the  tanks  and  serve  to  relieve  any  undue  pressure  that 
might  be  caused  in  the  tanks  by  extreme  heat. 

After  the  works  had  been  in  operation  for  some  time  it  was  found  that  tallow  could  not  be  heated 
sufficiently,  when  dumped  in  the  dumpingj.roughs,  to  run  freely  into  the  mixing-tanks,  and  that  with 
steam-jackets  around  the  mixing-tanks  the  tallow  was  not  heated  uniformly  throughout  the  tank.  The 
arrangement,  shown  in  Figs.  233  and  234,  was  therefore  introduced  over  one  of  the  troughs  leading 
to  that  one  of  the  mixing-tanks  in  which  tallow  is  used  as  one  of  the  ingredients,  consisting  of  a 
raised  table  on  which  the  cask  of  tallow  is  rolled,  the  staves  broken,  and  the  tallow  shovelled  into  a 
wrought-iron  open  tank  alongside  the  table  and  immediately  over  the  dumping-trough.  This  tank  has 
steam-coils  inside  of  it,  and  as  the  tallow  melts  it  drains,  through  a  pipe  and  wire  strainer,  into  the 
dumping-trough,  and  reaches  the  oil-mixing  tank  in  a  fluid  state.  As  the  table  and  heating  tank 
straddle  dumping-troughs,  the  discharging  of  barrels  beneath  them  is  not  interfered  with. 

The  following  suggestions  are  offered  as  desirable  improvements  in  the  plant,  brought  out  by 
the  experience  gained  in  the  operation  of  the  works:  It  has  been  proved  that  steam-jackets  do  not 
heat  the  contents  of  the  mixing-tanks  uniformly,  and  steam-coils  inside  the  tanks  would  be  an  im- 
provement if  kept  steam-tight.  The  tanks  in  use  in  this  house  were  originally  ordered  for  the  house 
designed  for  Packerton.  The  storage-tanks  in  the  basement  should  be  larger,  so  as  to  hold  about 
8000  galls.,  as  the  capacity  of  some  tank-cars  arriving  at  the  works  is  over  6000  galls.  The  addition 
of  one  or  two  large  storage-tanks  would  be  an  improvement,  as  it  would  allow  a  larger  amount  of 
crude  oil  to  be  kept  in  stock,  and  the  operation  of  the  works  would  not  be  so  liable  to  interruptions 
caused  by  delay  in  the  delivery  of  crude  stock.  A  cooperage  shed  with  the  necessary  appliances  and 
steam-pipes  or  steam-chests  for  the  steaming,  cleaning,  and  repairing  of  empty  barrels,  would  be  a 
desirable  addition  in  a  new  layout,  as  at  present  the  barrels  have  to  be  steamed  by  a  short  steam-pipe 
connection,  and  the  repairing  done  in  the  open  yard  back  of  the  house.  The  difference  in  the  floor 
levels  of  the  main  house  and  the  basement  should  be  increased  so  as  to  allow  of  heavier  grades  in 
the  pipes  to  facilitate  their  drainage  after  pumping.  This  also  applies  to  the  discharge-pipes  from 
the  tcnk-car  discharging-house.  The  engine-room  should  be  larger,  so  as  to  give  more  room  for  the 
work-bench  and  better  facilities  for  making  light  repairs.  In  a  new  design  the  disposition  of  the 
tailoiv-heating  tank  could  be  advantageously  changed,  so  as  to  form  a  component  part  of  the  plan. 
With  these  modifications  the  buildings  and  plant  can  be  considered  as  firs-t-class. 

Chemical  Laboratory  at  South  Bethlehem,  Pa.,  Lehigh  Valley  Railroad. — In  connection  with  the 
establishment  of  the  oil-mixing  house  at  Perth  Amboy,  N.  J.,  the  Lehigh  Valley  Railroad  Company 
had  a  chemical  laboratory  erected  in  1888  at  South  Bethlehem,  Pa.,  for  the  use  of  the  chemical  de- 
partment of  the  railroad.  The  building  was  designed  and  built  by  Mr.  W.  F.  Pascoe,  Superintendent 
Bridges  and  Buildings,  L.  V.  R.  R.,  from  sketches  furnished  by  Mr.  C.  P.  Coleman,  Chemist,  L.  V. 
R.  R.  This  building,  and  especially  the  interior  arrangements,  combine  a  number  of  good  features 
worthy  of  adoption  for  similar  structures,  and  it  will  not,  hence,  be  out  of  place  to  devote  space  to 


OIL-MJXING  HOUSES. 


Fig.  236. — Ground-i'LAN. 


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Fio.  237.— Fkont  Elevation  of  Lauokatory  Table.  Fig.  238.— End  Elevation  of  LaSoratory  Table. 


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Fn;.   23y. — Plan  of  Laboratory  Tai'.le. 


Fu;.  240.— Front  Elevation      Fig.  241.— Cross-section        Fig.  242.— Plan  of  Steam  box, 
OF  Steam-box.  of  Steam-box. 


112  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

the  following  descriptions  and  accompanying  illustrations,  Figs.  236  to  245,  copied  from  the  issue  of 
the  Railroad  Gazette  of  April  17,  1891  : 

The  building  is  a  frame  structure,  resting  on  a  stone  foundation,  the  exterior  sides  being  sheathed  with 
corrugated  galvanized  iron  and  roofed  with  slate.  The  interior  hnish  is  of  Georgia  pine  throughout.  It 
consists  of  three  rooms,  as  shown  by  the  ground-plan,  Fig.  236,  the  office.  15  ft.  x  19  ft.  9  in. ;  the  chemical 
laboratory,  16  ft.  x  19  ft.  9  in. ;  and  the  testing  laboratory,  16  ft.  x  19  ft.  9  in. 

The  chemical  laboratory  is  equipped  with  laboratory  table,  steam-box  or  hood,  balance-table,  instru- 
ment-case, sink,  sample  shelves,  and  all  apparatus  necessary  for  chemical  analyses.  The  special  features  of 
the  room  are : 

1st.  The  laboratory   table,  a  sketch  of   which   is  shown  in   Figs.  237  to  239,  which  is  a  table   with  a 


Fig.  243. — Front  Elkvation 

OF    BaLANCE-TAI!I,E. 


Fig.  244. — Cross-section 
of  Balance-table. 


Fig.  245. — Plan  of  Balance-table. 


soapstone  top,  and  shelving,  drawers,  and  closets  for  chemicals  and  apparatus,  with  gas,  steam,  water,  and 
drain  connections  conveniently  arranged  on  top. 

2d.  The  steam-box  or  hood,  Figs.  240  to  242,  consisting  of  steam-bath  and  gas  fixtures,  and  out  of 
which  a  flue,  shown  in  yr  nmd-plan.  carries  off  the  fumes. 

3d.  The  balance-table.  Figs.  243  to  245,  consisting  o{  a  looo-lb.  casting,  suspended  by  J-in.  iron  rods 
from  a  g  in,  x  6-in.  iron-bound  girder,  the  ends  of  which  rest  upon  the  base-beams  of  two  of  the  roof-trusses. 
This  arrangement  does  away  with  the  vibrations  of  the  baUince-needle,  which  were  caused,  when  the 
balance  rested  on  an  ordinary  table,  by  foconiotiv^s  passing  over  the  tracks  within  10  ft.  of  the  building. 

The  testing  laboratory  is  equipped  with  photometer,  sink,  distilling  apparatus,  ammonia  and  ice  and 
salt  cold-test  boxes.  It  is  also  designed  to  admit  of  putting  in  a  physical  testing-machine,  if  it  be  so  desired 
in  the  future.  The  building  is  heated  throughout  by  steam,  and  has  been  found  to  meet  every  requirement 
of  the  work  of*  the  department. 


IV A  TEH   Sl'ATIONS.  113 


CHAPTER    XIV. 
WATER   STATIONS. 

Water  stations  are  required  on  a  lailroad  to  supply  water  for  locomotives,  and  arc 
usually  located  from  five  to  twenty  miles  apart,  accordin^j  to  the  importance  and  nature  of  liie 
traffic  on  the  road,  ten  miles  being  a  fair  average  spacing.  The  water-supply  for  feeding 
stationar)-  boilers,  washing  cars  and  lloors,  cleaning  out  boilers,  cooling  ashes,  fire  protection, 
and  similar  purposes,  at  shops,  engine-houses,  station  buildings,  etc.,  is  very  frequently 
connected  with  the  water  service  for  road  engines  at  the  same  point.  The  provisions  for  the 
water-supply  at  each  locality,  therefore,  depend  to  a  large  extent  on  the  combination  of 
requirements  established  for  same.  The  choice  and  location  of  a  system  for  supplying  road 
engines  is  determined  according  to  whether  the  tender  is  to  be  filled  before  the  engine  starts 
on  its  regular  run,  or  whether  its  water-supply  is  to  be  replenished  on  the  road,  either  while 
the  train  makes  a  stop  at  or  between  regular  stations,  or  without  stopping  the  train.  The 
addition  of  the  shop,  engine-house,  and  station  service  to  a  water  system  for  supplying  road- 
engines  will  increase  the  quantity  of  water  required  and  call  for  a  greater  pressure  height. 
Where  this  additional  supply  is  large  the  problems  to  be  solved  are  analogous  to  those 
encountered  in  a  water-works  system,  and  hence  this  feature  of  the  water-supply  on  a  railroad 
will  not  be  discussed  in  detail  in  this  article. 

It  is  essential  to  have  double  or  independent  water  systems  at  all  important  points,  so  far 
as  possible,  so  as  not  to  cripple  the  road  in  case  of  temporary  interruptions  in  one  of  the 
systems,  caused  b)-  repairs,  breakdowns,  or  extensions  of  the  service.  The  water  stations  for 
the  road  suiiply  should  be  so  spaced  along  the  line  as  to  offer  at  all  seasons  of  the  year  an 
absolutely  reliable  and  ample  supply  for  the  heaviest  possible  trafific  .to  be  expected,  and  to 
allow  for  repairs  or  interruptions  at  one  or  several  water  stations  at  the  same  time.  At 
important  terminal  or  junction  stations,  shops  or  engine-houses,  costly  methods  and  long- 
conduits  have  frequentl}'  to  be  empIo)-ed  to  obtain  the  necessary  water-supply.  Water 
stations  for  the  engine  supph-  along  the  road,  however,  are  generally  located  within  a 
reasonable  distance  of  the  source  of  supply,  wherever  it  is  found,  although  the  location  at  a 
regular  station  is  preferable,  w'here  feasible,  so  as  not  to  require  engines  to  make  special  stops 
between  .stations. 

The  impoitance  of  the  water  service  in  the  operation  of  a  road  arises  not  only  from  its 
necessity  as  a  technical  feature,  but  from  the  fact  that  it  forms  one  of  the  permanent  elements 
of  the  cost  of  operation.  The  United  States  census  report  of  1S80  shows  that  the  water- 
supply  formed  on  an  average  0.68  per  cent  of  the  total  operating  expenses  of  American 
railroads,  the  range  on  tlifferent  roads  being  from  o.  11  to  0.96  per  cent,  and  the  average  cost 
per  train-mile  0.6  cent.     The  cost  of  water  service  on  the  Pennsylvania  Railroad  system  from 


114  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

187910  1883  was  reported  as  follows:  OpeiaLiiig  expenses,  0.602  cent  per  train-mile;  main- 
tenance, 0.368  cent  per  traiti-niile,  u\  a  total  average  expenditure  of  0.97  cent  per  train-mile. 
On  the  Lake  Shore  &  Michigan  Southern  Railroad  the  cost  of  water  service  from  1872  to  18S1 
is  given  as  0.6  cent  per  train-mile.  Tlie  cost  of  water-supply,  therefore,  would  seem  to  run 
from  less  than  half  a  cent  to  a  cent  per  train-mile,  with  a  fair  average  of  two-thirds  of  a  cent. 

Tile  quantity  of  water  required,  the  quality  and  the  available  sources  are  the  essential 
features  to  be  priniaril}*  considered  in  selecting  and  determining  the  water-suppl)-  at  any 
point.  These  questions  once  settled,  the  consideration  of  the  methods  for  collecting  the 
water,  conducting  it  to  the  place  where  it  is  to  be  used,  storing  it,  and  delivering  it  into  the 
tender,  is  next  in  order. 

The  ipiantit)-  of  water  required  is  dependent  on  the  number  of  engines  liable  to  take  , 
water  per  da)',  the  dut\-  required  of  them,  their  size  and  water  consumption,  the  capacity  of 
the  tender  tanks,  the  distance  to  the  next  nearest  water  station  on  the  road,  and  any  special 
duty  in  addition  to  supplj-ing  road-engines  that  the  water  service  is  to  perform.  The 
quantity  thus  ascertained  should  be  increased  at  least  50  per  cent  to  allow  for  fluctuations  iu 
the  supply,  rapidly  repeated  drafts  on  the  supply  at  certain  times  during  the  day,  waste  of 
water  in  filling  tenders,  and  loss  by  reason  of  the  overflow  in  reservoirs.  Mr.  P.  H.  Dudley  in 
1882  ascertained  that  heavy  and  fast  passenger-trains  on  the  New  York  Central  &  Hudson 
River  Railroad,  working  at  135  lbs.  steam-pressure,  evaporated  6.67  to  7.5  lbs.  of  water  per 
pound  of  coal  used,  or  about  40  gallons  per  mile  on  an  average,  the  coal  consumption  having 
been  from  40  to  50  lbs.  per  mile.  A  heavy  freight  engine  burning  100  lbs.  coal  per  mile 
would  use  about  So  gallons  of  water  per  mile.  On  stretches  of  a  road  with  heavy  grades  the 
consumption  is  naturall}'  larger,  in  addition  to  the  allowance  for  pusher  engines,  where  used. 
The  capacity  of  tender-tanks  varies  considerably,  ranging  from  2200  to  4000  gallons,  the 
usual  size  being  about  2800  to  3OCO  gallons. 

The  quality  of  water  used  has  a  most  important  bearing  on  the  repairs  and  the  life  of  a 
boiler.  Bad  water  induces  priming,  causes  a  deposit,  or  corrodes  the  iron  rapidly.  A 
chemical  examination  of  the  water  to  be  used  should  always  be  made  to  determine  its 
chemical  composition  and  its  percentage  of  incrusting  matter,  such  as  silica,  oxide  of  iron  and 
alumina,  sulphates  of  lime  and  magnesia,  and  carbonates  of  lime  and  magnesia.  On  the 
Chicago,  Burlington  &  Ouinc)'  Railroad  it  was  found  that  in  a  tank  of  2750  gallons  there  were 
1.92  lbs.  of  incrusting  matter  in  the  best  water  used  on  the  road,  and  i  1.33  lbs.  in  the  worst 
water  in  use.  Theoretically,  therefore,  an  engine,  as  above,  consuming  about  18  tanks  of  water 
per  week,  would  in  that  time  collect  34^  Ib.s.  of  incrustation  under  the  best  conditions  and  204 
lbs.  under  the  worst  conditions  known  on  the  road  mentioned.  While  practicallj-  the  actual 
deposit  would  not  be  so  large,  if  the  engine  is  kept  properly  cleaned  out,  and  because 
considerable  of  the  deposit  is  carried  off  mechanically,  the  figures,  taken  as  they  are  from 
actual  experience,  serve  to  illustrate  clearly  the  importance  of  the  question.  Muddy  water 
should  be  avoided,  or  else  settling  basins  or  reservoirs  introduced,  in  case  the  water  constantly 
carries  a  large^iuantit)'  of  matter  in  suspension.  Water  from  streams  is  generallj- better  than 
water  from  wells  or  sjjrings,  but  in  rainy  seasons  it  will  carr_\'  considerabh'  more  sediment. 
Spring  water  that  does  not  contain  injurious  alkalies  or  salts  to  a  serious  degree,  and  water 
collected  in  storage-ponds  from  the  rainfall,  if  clear,  are  considered  the  best  for  use  in  boilers. 


WATIUi    S7\47VOjVS.  115 

If  the  water  availabK-  in  the  ininietliate  neighborhood  of  a  given  point  is  fouml,  on  [jroper 
examination,  to  be  too  hard,  cheniicall)-  impure,  or  otherwise  objectionable,  it  will,  in  all 
probability,  prove  advantageous  to  locate  the  proposed  water  station  elsewhere,  or  even  to 
adopt  a  costly  pipe-line  to  bring  good  water  from  a  more  distant  source.  If  no  better  source 
of  supply  is  available,  however,  the  water  is  frequently  treated  chemically  with  difTerent 
mixtures,  patented  as  a  rule,  reducing  the  tendenc}'  to  foam  and  rendering  the  water  less 
detrimental,  or  precipitating  the  incrusting  matter  before  the  water  enters  the  boilers.  The 
chemical  treatment  of  the  water  prior  to  its  entrance  into  the  boiler  is  considered  more 
desirable  by  the  best  authorities  on  the  subject  than  to  use  so-called  "boiler  compounds"  in 
the  boiler. 

The  available  sources  to  obtain  water  from  are  usuall)-  one  or  more  of  the  following, 
nameh',  drawing  from  spiings,  from  brooks  or  streams,  from  natural  ponds  or  lakes,  from 
artificial  storage  ponds  or  reservoirs,  from  dug  wells  or  artesian  wells,  or  from  city  water-works. 
Unless  the  source  is  uncjuestionably  larger  than  the  supply  required,  its  volume  should  be 
carefully  gauged  or  its  watershed  ascertained,  and  the  minimum  flow  established  with  due 
regard  to  a  probable  reduction  during  protracted  droughts.  The  [lermanency,  steadiness,  and 
capacity  of  a  source,  combined  with  its  distance  and  relative  elevation  to  the  point  on  the 
road  where  the  water  is  to  be  used,  in  addition  to  the  quality  of  the  water,  would  influence 
the  choice  as  between  several  available  sources. 

Water  is  pumped  from  ponds,  lakes,  springs,  wells,  or  streams  below  the  level  of  the  rail- 
roail  b}'  a  suction-pipe,  the  end  of  which  has  a  basket  or  hood,  and  is  usually  jirotected  bj-  a 
cribbing,  grillage,  or  sheathing.  In  mountainous  sections  of  the  country,  where  a  source  is 
frequently  found  higher  than  the  railroad,  the  water  is  collected  in  a  settling  box,  basin,  or 
reservoir,  and  thence  allowed  to  run  by  gravity  through  a  pipe  to  the  railroad. 

In  taking  water  from  its  source  to  the  place  where  it  is  to  be  used,  and  delivering  it 
there  at  the  proper  height,  the  following  methods  are  used,  namely,  transporting  water  along 
the  railroad  in  specially  constructed  water-cars;  or  catching  the  water,  where  feasible,  at  suf- 
ficient height  above  the  railroad  to  let  it  run  by  gravity  through  a  pipe-line,  or  an  open  ditch 
and  a  pipe-line  combined,  to  the  railroad  ;  or  elevating  it  to  the  proper  height  by  pumps 
worketl  b\'  hand,  steam,  windmills,  gas,  hot-air,  water  or  horse  power.  Relative  to  these  sev- 
eral systems  for  conducting  and  elevating  water  it  can  be  said  that  trans[X)rting  by  water- 
cars  is  used  only  for  temporary  service,  or  to  help  keep  up  the  supply  along  the  road  during 
protracted  droughts.  The  best  method  is,  naturall}-,  to  draw  the  water  by  gravit)'  from  a 
basin  or  reservoir  located  in  a  gully  or  on  some  hill  near  the  railroad.  Pumps  worked  b)' 
hand  or  horse-power  sliould  onl\-  be  resorted  to  as  a  tem]:)orar}-  makeshift,  or  for  a  very  small 
su[)ply,  or  in  connection  with  windmills  to  maintain  the  suppi}-,  wlien  the  water  gets  low, 
without  any  prospect  of  wind.  Steam-pumps  are  cither  operated  by  a  special  boiler  in  con- 
nection with  the  pump,  or  steam  is  drawn  in  the  vicinity  of  shops  from  the  main  sliop  boilers. 
Windmills  give  good  service,  where  the  storage  capacity  is  comparatively  large,  the  traffic 
small,  and  the  prospects  favorable  for  frequent  winds.  On  the  Pacific  roads,  artesian  wells  in 
connection  with  windmills  are  very  frequent.  The  practicability  and  cconom\-  of  introducing 
gas  or  hot-air  engines,  water-wdicels,  turbines,  or  connections  with  a  city  water  service  are 
dependent   on   special   circumstances   and   conditions   in   each    particular  case.     For   a  large 


ii6  BU/LDnVGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 

watc-r-suppi}'  a  gravity  s}-.stcm  or  pumping  b}-  steam  or  water  power  are  the  most  approved 
methods. 

For  fining  engine-tanks  the  water,  after  being  conveyed  and  elevated  by  one  of  the  fore- 
going metliods,  is  stored  in  water-tanks  located  near  the  tracks  and  drawn  from  them,  as 
required,  by  gravity,  either  through  a  goose-neck  delivery-spout  attached  to  the  tank  and  pro- 
jecting over  the  track,  or  through  stand-pipes  located  along  or  between  tracks  either  adjacent 
to  or  at  some  distance  from  the  water-tanks.  Other  methods  of  supplying  water  to  engine- 
tanks,  w^ithout  making  use  of  storage-tanks  or  stand-pipes,  are  drawing  the  water  up  by  a 
steam-injector  located  on  the  engine  and  worked  with  steam  from  the  engine;  or  forcing  the 
water  up  by  an  injector,  steam-siphon,  or  pulsomcter  sunk  in  a  well,  pond,  or  stream  alongside 
of  the  track  and  operated  by  steam  from  the  engine  or  from  a  special  boiler.  Both  of  these 
methods  are,  however,  not  economical  in  the  long-run  owing  to  the  largo  amount  of  steam 
required,  and  arc  only  used  as  makeshifts  in  case  of  accidents  or  where  a  tcmporar}-  supply 
is  needed.  They  are  used  successfully,  comparatively  speaking,  on  construction  work  or  new 
lines  prior  to  the  establishment  of  water  stations.  Finally,  there  is  the  system  of  filling  the 
engine-tank  without  stopping  the  engine  by  means  of  a  funnel-shaped  pipe  under  the  tender, 
which  is  lowered  into  a  long,  shallow  water  trough  between  the  rails,  the  speed  with  which  the 
funnel  is  forced  forward  causing  the  water  to  rush  up  the  pipe  into  the  tank.  This  method  is 
known  as  the  Ramsbottom  system,  and  is  extensively  and  successfully  used  on  the  Pennsyl- 
vania Railroad  for  taking  water  on  their  fast  express  trains  without  stopping. 

Relative  to  the  location  of  water-tanks  and  stand-pipes  in  yards,  they  are  usually  placed 
along  a  track  leading  to  or  from  the  engine-house  or  coaling  system,  or  located  at  the  head 
of  the  yard,  so  that  engines  can  take  water  along  with  their  other  supplies,  such  as  coal,  sand, 
oil,  and  waste,  before  starting  on  a  run.  It  is  customary  at  large  layouts  to  either  have  several 
small  water-tanks  or  else  one  large  one,  centrally  located,  with  connections  to  the  different 
stand-pipes.  At  stations  on  a  single-track  road  the  water-tank  is  located  at  one  end  of  the 
station  opposite  to  where  the  engine  stands  when  trains  in  one  direction  make  their  regular 
stop,  while  at  the  other  end  of  the  station  a  stand-pipe,  supj)lied  fiom  the  water-tank,  serves 
for  the  trains  going  in  the  opposite  direction.  Where  a  stand-pipe  is  omitted,  the  trains  in 
one  direction  have  to  make  a  special  stop  for  water  before  they  pull  up  to  the  station  build- 
ing. At  stations  on  double-track  roads  it  is  customary  to  combine  a  water-tank  or  stand-pipe 
along  one  track  at  one  end  of  the  station  with  a  stand-pipe  along  the  other  track  at  the 
other  end  of  the  station  ;  or  the  tracks  are  spread  at  one  end  of  the  station  and  a  stand-pipe 
is  placed  between  them,  connecting  with  the  water-tank,  which  in  this  case  can  be  located 
off  sideways  somewhere,  on  probably  less  valuable  ground.  In  locating  water-tanks  along  a 
road  the  possible  subsequent  double-tracking  or  four-tracking  of  the  road  should  be  considered, 
and  the  tank  located  accordingly,  which,  however,  in  certain  cases,  would  absolutely  neces- 
sitate the  use  of  stand-pipes.  Where  there  are  more  than  two  tracks  the  spreading  of 
the  tracks  and  the  placing  of  stand-pipes  between  the  central  tracks  becomes  necessary. 
The  pipe  connecting  a  water-tank  with  a  stand-pipe  should  be  not  less  than  6  in.  in  diame- 
ter, preferably  8  in.,  and  even  larger  if  the  distance  is  considerable,  so  as  to  reduce  the  loss 
of  head  by  friction  and  enable  the  water  to  reach  the  stand-pipe  as  fast  as  it  can  be  drawn. 
Where  the  distance  from  the  central  or  main  tankage  system  to  a  stand-pipe   is  very  great; 


WATER   STATIONS.  117 

as,  for  instance,  an  isolated  stand-pipe  at  the  far  end  of  a  station  or  \ard  layout,  it  will 
frequently  prove  more  economical  to  locate  a  small  auxiliary  tank  opposite  the  stand-jjipe, 
with  sufficient  storage  capacity  to  fill  several  engine-tanks,  as  the  supply  would  be  taken  by 
gravity  from  the  main  tankage  system  through  a  inuch  smaller  pipe  than  if  the  engines  w-erc 
drawing  directly  from  the  pipe. 

Wooden  water-tanks  are  probabh'  in  universal  use  in  this  country,  and  the}'  form  a  dis- 
tinctive feature  of  American  railroatling  as  compared  with  European  practice,  where  iron 
tanks  arc  preferred.  Wooden  tanks  are  generally  built  circular  in  sliape,  and  the  staves  and 
sundry  parts  are  turned  out  to  a  large  extent  by  machiner\'  and  kept  in  stock,  so  that  repairs 
and  renewals  can  be  made  very  cheaply  and  quickl)-.  In  addition  to  these  features,  and  the 
cheapness  of  the  first  cost,  wooden  tubs  afford,  when  roofetl  over,  in  themselves  a  certain 
protection  against  cold,  which  could  not  be  obtained  in  an  iron  tank-  construction  without  a 
special  building  or  lining  arountl  it.  With  a  view  to  making  repairs,  cleaning  out  sediments, 
and  .similar  causes  for  interruption  to  the  service,  several  smaller  tubs  are  preferable  to  one 
very  large  one,  altliough  the  fir.st  cost  of  a  large  tank  is  less  than  that  of  several  smaller  ones 
offering  combined  the  same  storage  capacit}'. 

Circular  tanks  are  made  of  14,  15,  or  16  ft.  staves,  and  the  tliameters  most  generall)-  in  use 
are  16,  18,  20,  22,  24,  and  30  ft.  According  to  the  selected  combination  of  height  and  depth, 
the  capacities  vary  from  about  20,000  gallons  to  80,000  gallons.  The  floor  of  a  tank  is  usu- 
ally set  about  12  to  15  feet  above  the  track,  unless  a  high-pressure  service  for  other  purposes 
is  desired  besides  the  tleliver)'  of  water  to  engines.  The  foundations  are  usually  wooden 
trestle-bents  on  mud-sills  or  on  small  stone  fountlation-walls.  On  some  of  the  large  roads  in 
the  country  iron  floor-beams  resting  on  wrought-  or  cast-iron  columns  with  substantial  stone 
foundations  have  been  extensively  introduced. 

'I  he  jjipes  in  connection  with  a  water-tank  are  the  uptake  or  suppl)-  pipe,  in  warmer  cli- 
mates running  up  on  the  outside  and  discharging  over  the  top  of  the  tub,  and  in  northern  sec- 
tions of  the  country  entering  through  the  floor  with  the  proper  protection  against  freezing; 
the  discharge  or  delivery  pipe,  connecting  with  a  goose-neck  spout  attachment  at  the  face  of 
the  tank,  or  with  a  stand-pipe  located  at  some  distance  from  the  tank;  the  overflow-pipe, 
either  running  down  to  the  ground  or  back  into  the  piping  s\'stem,  or  consisting  simply  of 
a  short  trough  or  piece  of  pipe  inserted  at  the  top  of  the  tub  ;  and  the  waste-pipe,  to  tlraw 
off  the  water  for  inspections  or  repairs.  Other  fixtures  in  connection  with  a  water-tank  are 
automatic  arrangements  for  the  closing  and  opening  of  the  valves  in  the  supply  and  overflow 
pipes  at  the  proper  moment,  the  opening  and  closing  of  the  delivery-pipe  valve  from  the 
outside  of  the  tank,  either  independently  of  the  delivery-spout,  or  automatically  in  connection 
with  the  lowering  and  raising  of  the  delivery-spout.  An  indicator  or  marker  on  a  gratluated 
staff  is  also  universally  in  use  to  indicate  the  height  of  the  water  in  the  tank,  and  it  is  gener- 
ally so  arranged  as  to  be  readily  seen  from  approaching  trains.  Where  pumps  supplying  the 
tanks  are  located  at  some  distance  from  the  tanks,  as  for  instance  in  the  engine-room  of  a 
shop  s)-stem,  automatic  indicators  of  various  kinds  are  used  to  keep  the  help  in  the  pump- 
room  advised  of  the  .stage  of  the  water  in  the  tank,  so  as  to  enable  them  to  regulate  the 
pumping  operations  accordingly.  Automatic  signals  are  also  used  in  certain  cases  ;  for  in- 
stance, wJiere  a  supply  is  intermittent   or  very  irregular,  to  indicate   to   the   operator   in   the 


Ii8  BUILDIXGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

nearest  telegraph-office  the  condition  of  the  supply,  and  from   there  it  is  telegraphed  along 
the  road,  so  that  engineers  of  trains  can  be  governed  accordingly. 

As  mentioned  above,  the  ordinary  wooden  tank,  in  connection  with  a  tight  roof  over  it, 
offers  in  itself  a  certain  amount  of  protection  against  cold,  owing  to  the  low  1-keat-conducting 
properties  of  wood,  and  the  fact  that  the  air  above  the  tank  is  not  in  direct  contact  with  the 
outside  atmosphere  and  cannot  be  rapidly  and  steadily  replaced  by  colder  air  from  the  out- 
side, which  would  extract  additional  heat  from  the  water,  thereby  gradually  lowering  its  tem- 
perature and  causing  it  eventually  to  freeze.  In  northern  climates,  where  the  cold  is  more 
intense,  an  additional  safety  against  freezing  is  gained  by  the  use  of  so-called  frost-proof 
water-tanks,  which  mereh-  consist  of  the  usual  wooden  water-tank,  with  the  addition  of  closed 
air-spaces  above  and  below  the  tank.  This  is  usually  accomplished  above  the  tank  by  sheath- 
ino-  beneath  the  rafters,  or  beneath  or  above  the  tie-beams  of  the  roof,  or  both  ways,  thereby 
creating  one  or  more  enclosed  air-spaces  above  the  water-level.  Below  the  tank  the  same 
result  is  accomplished  b\-  inserting  an  extra  set  of  joists  and  closed  planking  below  them,  or 
by  fitting  boards  tightly  between  the  regular  floor-beams  under  the  tank.  An  additional  pre- 
caution is  to  enclose  the  entire  space  under  the  tank,  which  space  can  be  used  as  pump-room 
or  for  storing  miscellaneous  road  supplies.  Where  the  space  below  the  tank  is  not  enclosed, 
the  pipes  leading  to  the  tank  are  protected  from  the  cold  by  enclosing  them  in  a  box,  which 
usually  is  filled  with  sawdust  or  straw.  In  very  severe  climates  this  box  is  made  with  several 
walls  forming  a  number  of  spaces,  some  of  which  serve  as  air-spaces,  while  the  others  are  filled 
with  sawdust,  straw,  or  some  poor  heat-conducting  material.  Enclosing  the  space  below 
the  water-tank,  or  the  entire  tank  and  the  space  below  it,  b)-  a  special  building  heated  by  a 
stove  in  winter,  generall)'  burning  refuse  coal  from  a  coal-dump,  is  still  used  to  quite  an 
extent,  although  the  adoption  of  the  frost-proof  water-tank  is  gradually  superseding  the  older 
.systems. 

It  is  not  feasible  to  discuss  here  in  detail  the  question  of  stand-pipes,  automatic  valves, 
special  water-tank  appliances,  pumps,  steam,  gas,  and  hot-air  engines,  injectors,  pulsometers, 
steam-siphons,  windmills,  hand-pumps,  artesian  wells,  hydraulic  motors,  etc.,  all  of  which 
form  important  elements  of  the  subject.  The  principles  governing  these  appliances  are  out- 
side of  the  scope  of  this  tliscussion,  and,  moreover,  the  best  apparatus  for  any  particular  case 
is  readily  ascertained  on  making  proper  inquiries  in  the  market,  the  competition  between  rival 
inventors  and  railroad-supply  firms  having  caused  the  development  and  construction  of 
machines  and  special  appliances  adapted  for  the  water  supply  on  railroads  to  reach  a  high 
degree  of  perfection  combined  with  economy  in  operation. 

Below  will  be  found  a  series  of  descriptions  and  illustrations  of  water-tanks,  for  which 
probably  everj'  road  has  a  standard,  and  which,  in  the  main,  form  the  most  distinctive  feature 
of  the  water  supplj'  on  American  railroads. 

General  Design  of  a  Circular  Water-tank. — In  Fig.  246  is  shown  a  design  for  a  circular 
water-tank  corresponding  to  the  pr.ictice  on  a  large  number  of  railroads,  more  especially  in  the 
warmer  sections  of  the  country,  where  precautionary  measures  against  the  freezing  of  the  water 
in  winter  are  not  essential.  The  sup])ly-i)ipe  can  either  enter  the  tub  through  the  floor  or  be 
conducted  over  the  top  fnun    tlie    outside.       The   galvanized-iron  delivery-spout    is   hinged   to  the 


JF.4  TEN   ST  A  riONS. 


119 


delivery-pipe  at  tlie   face  of   the    tank     and     jirojierly  counterweighted.     The  delivery-pipe  is  closed 

with   a  lid-valve   on    the    floor    of    llio    tank,  which    valve 

is  opened  by  pulling  on  a  rope  on  the  outside  of  the  tank, 

the   weiglit  of  tlie  water  closing  it  as  soon  as  the   rope   is 

released.        The    action    of    the   valve   and    the    nio\enient 

of  the  spout  are  independent  of  each  other. 

Square  IVatcr-tank,  Philadelphia  c^"  Reading  Railroad. — 
The  standard  square  water-tank  of  the  Philadelphia  & 
Reading  Railroad,  shown  in  Figs.  247  to  249,  is  a  box-shaiied 
wooden  tank,  15  ft.  wide  in  the  clear,  29  ft.  long  in  the  clear, 
and  8  ft.  deej),  set  on  wooden  floor-beams  and  brick  jiiers. 
The  lloor  of  the  tank  is  set  13  ft.  above  the  top  of  rail. 
The  lloor-beams  and  supporting  timbers  under  the  tank 
are  12  in.  X  12  in.,  spaced  as  shown.     The  tank  is  formed 

of  plank  fitted  closely  together,  properly  calked,  and  bound     i^ia*. •tt.ixuf) '-Mi,^.Ju*\ •Jxy:j^ 
by    yokes,    standards,  and  iron   tie-roJs.       The  advantage       Fig.  246.— Elf.vation  and  Cross-section. 
claimed  for  this  style  of  tank  is  that  it  is  much  cheaper  to  build  than  the  usual  circular  tanks,  and 
does  not  rctpiire  as    high  a   class  of  labor  to  put  it  together,  and   hence,  under  certain   conditions, 
especially  where   lumber   is  cheap,  has    particular    advantages    over    the    circular    tank,  which  is  de- 
pendent on  shop-work  in  order  to  be  made  economically. 


Fic.  247. — Fru.m   Elevation. 


Fig.  24S. — End  Elevation. 


Fiii.  2413.— Ground  ri.AN'. 


Standard,  \Q>  ft.  X  24  //.,  Circular  U^ater-tank,  IVabash,  St.  Louis  &"  Pacific  Railway. — The 
standard,  16  ft.  X  24  ft.,  circular  water-tank  of  the  ^Vabash,  St.  Louis  &  Pacific  Railway,  designed 
by  Mr.  Charles  Hansel,  Resident  Engineer,  and  Mr.  J.  E.  Wallace,  Superintendent,  B.  &  B.,  is  in  its 
general  features  similar  to  the  design  shown  in  Fig.  246.  The  tub  is  15  ft.  5  inches  deep  in  the  clear, 
23  ft.  6  in.  inside  diameter  at  the  top  and  24  ft.  inside  diameter  at  the  bottom,  and  has  a  capacity  of 
48,500  gallons. 

The  sides  of  the  tub  are  formed  of  clear  white-pine  staves,  3  in.  thick,  surfaced  on  two  sides,  16 
ft.  long  and  not  exceeding  6  in.  in  width.  The  floor  is  made  of  the  same  kind  of  material  as  the 
sides.  There  are  twelve  wrought-iron  hoops,  each  made  in  three  sections,  clamped  and  bolted  as 
usual.  Starting  from  the  top  downwards,  there  are,  two  hoops  3  in.  X  yV  i"->  four  hoops  4  in.  X  -^-^  in., 
three  hoops  5  in.  X  -,V  •"•>  -^"d  three  hoops  5  in.  X  \  in.,  varying  in  spacing  from  22  in.  centres  at  the 
top  of  the  tub  to  10  in.  centres  at  the  bottom  of  the  tub. 

The  roof  is  circular,  with  a  pitch  of  7  in.  in  one  foot,  with  sixteen  rafters,  2  in.  X  6  in.,  and 
five  sets  of  nailers,  2  in.  X  6  in.,  between  the  rafters.  The  roof  is  covered  with  J-in.  narrow  flooring, 
and  has  a  man-hole,  18  in.  X  26  in. 

The  floor  of  the  tub  is  supported  by  a  false  floor  of  plank,  2  in.  X  12  in.,  resting  on  6-in.  X  12-in. 
floor-joists,  spaced  2  ft.  centres,  which  in  turn  rest  on  five  trestle-bents  placed  parallel  with  the  track, 
and  spaced  5  ft.  centres.  The  caps  and  sills  of  the  bents  are  10  in.  X  10  in.;  the  posts  are  10  in.  X  10 
in.,  set  about  every  5  ft.  in  each  bent,  making  twenty-one  posts  in  all.  The  bents  are  braced  from 
bent  to  bent  on  each  side  of  posts  with  6-in.  X  8-in.  X-braces,  and  the  bents  are  prevented  from 
spreading  by  4-in.  tie-rods,  tying  the  outside  bents  together.  The  foundations  of  the  trestle-bents 
are  small  masonry  piers. 


I20  BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 

The  sui)ply-pi])e  is  4  in.  in  diameter  and  enters  the  tub  through  the  floor,  and  is  enclosed  between 
the  ground  and  the  bottom  of  the  tank  by  a  5-ft.  box.  The  discharge-pipe  is  7  in.  in  diameter  and 
connected  with  an  ordinary  lid-valve  on  the  bottom  of  the  tub,  which  valve  is  kept  closed  by  the 
weight  of  the  water,  but  opened  automatically  from  the  outside  as  the  spout  is  drawn  down.  As  soon 
as' the  spout  is  released  a  counterweight  draws  the  pipe  up  out  of  the  way  of  the  trains,  and  at  the 
same  time  the  valve  closes  the  entrance  into  the  discharge-pipe. 

The  top  of  the  floor  of  the  tank  is  set  12  ft.  above  the  top  of  rail,  and  the  centre  of  the  tank  is 
spaced  21  ft.  from  the  centre  of  the  track,  using  an  8-ft.  6-in.  drop-pipe.  The  roof  is  painted  with  a 
mixture  of  mineral  paint  and  boiled  linseed-oil,  and  all  finished  work  is  painted  with  three  coats  of 
approved  color.  A  ball-float  is  provided  and  connected  with  a  gauge  on  the  outside  of  the  tank  to 
indicate  the  height  of  the  water  in  the  tank. 

The  bill  of  material  for  this  tank  and  trestle  foundations  is  made  up  of  the  following  items, 
namely  :  lo-in.  X  lo-in.  sills;  lo-in.  X  lo-in.  posts;  lo-in.  X  lo-in.  caps;  6-in.  X  12-in.  joists;  2-in.  X 
i2-in.  rough  boards  for  false  floor;  2-in.  X  12-in.,  clear,  white-pine  boards  for  tank  floor;  3-in.  X  6-in. 
X  i6-ft.  staves;  2-in.  X  6  in.  rafters;  2-in.  X  6-in.  ribljons;  -J-in.  narrow  flooring  for  roof;  mouldings 
and  facia  for  cornice;  braces,  6  in.  X  8  in.;  finial  and  finial  brackets;  i-in.  tie-rods  for  trestle-bents. 
Also  the  following  material:  washers,  bolts,  spikes,  wrought-iron  hoops,  hoop-clamps,  valve-rod  lever, 
fulcrum,  goose-neck,  drop-pipe,  Batavia  valve,  cut-off  valve,  float-ball  for  gauge,  pulleys  for  drop- 
pipe,  chain  for  drop-pipe,  counterweights,  gauge-weight,  gauge-slide,  rough  i-in.  boards  for  box 
around  supply-pipe,  with  door  and  fixtures  complete  for  same. 

Standard,  i(>  ft.  X  24 /A,  Circular  Water-tank,  Cincinnati  Southern  Railway. — The  standard,  16 
ft.  X  24  ft.,  circular  water-tank  of  the  Cincinnati  Southern  Railway  and  associated  roads,  with  a 
capacity  of  50,000  gallons,  is  built  in  general  as  per  the  plan  shown  in  Fig.  246.  The  tub  is  15  ft. 
deep  in  the  clear,  and  22  ft.  3  in.  inside  diameter  at  the  top  and  23  ft.  inside  diameter  at  the  bottom. 
The  centre  of  the  tank  is  set  21  ft.  5  in.  from  the  centre  of  the  track,  using  an  8-ft.  5-in.  drop-pipe. 

The  sides  of  the  tub  are  built  of  3-in.  staves  and  the  floor  of  2-in.  plank.  The  tub  is  bound  by 
twelve  wrought-iron  hoops.  The  floor  is  supported  by  3-in.  X  S?.-in.  joists,  set  15  in.  centres.  The 
joists  are  supported  in  turn  by  3-in.  X  12-in.  floor  beams,  spaced  16  in.  centres.  The  floor-beams  rest 
on  four  trestle-bents,  placed  parallel  with  the  track  and  spaced  7  ft.  centres.  The  outside  trestle-bents 
have  two  posts,  the  inside  bents  have  each  four  posts.  The  posts,  caps,  and  sills  of  the  bents  are  12 
in.  X  12  in.  The  middle  bents  are  braced  by  4-in.  X  6-in.  X-bracing  and  tied  together  with  i-in.  tie- 
rods.  The  roof  is  a  regular  circular  roof  with  two  thicknesses  of  i-in.  boards,  with  building-paper 
laid  between  them,  resting  on  circular  frames  and  covered  with  shingles. 

Tlie  supply-pipe  enters  at  the  bottom  of  the  tank,  and  is  protected  between  the  tank  and  the 
ground  by  a  frost-proof  box  about  7  ft.  square,  sheathed  on  the  inside  and  outside  with  i-in.  boards, 
leaving  a  6-in.  air-space.  The  discharge-pipe  is  7  in.  in  diameter,  and  the  entrance  to  it  on  the  floor 
of  the  tub  is  closed  with  a  lid-valve  operated  from  the  outside  of  the  tank  by  a  lever-arm  and  rope 
attached  to  it.  The  rope  is  drawn  down  by  the  engineman,  and  kept  down  as  long  as  he  wishes  water 
to  flow  through  the  drop-pipe.  The  latter  is  counterweighted,  and  pulled  down  by  hand  prior  to 
opening  the  valve.  After  the  desired  amount  of  water  is  taken  the  engineman  lets  go  the  rope  at- 
tached to  the  valve-lever  and  then  pushes  the  drop-pipe  up  to  its  original  position.  The  foundations 
of  the  trestles  are  either  stone  piers  or  timber. 

The  specification  for  water-stations  and  water-tanks  on  the  Cincinnati  Southern  Railway  will 
be  found  embodied  in  the  General  Specifications  for  the  construction  of  the  Cincinnati  Southern 
Railway,  printed  in  the  Appendix  at  the  back  of  this  book. 

Standard,  14  ft.  X  22//.,  Circular  Water-tank,  Pennsylvania  Railroad. — The  standard,  14  ft.  X  22 
ft.,  circular  frost-proof  water-tank  of  the  Pennsylvania  Railroad,  shown  in  Figs.  250  to  258,  with  a  ca- 
pacity of  35,040  gallons,  is  13  ft.  deep  in  the  clear,  and  22  ft.  inside  diameter  at  the  bottom  and  20  ft. 
ID  in.  inside  diameter  at  the  top.  The  sides  are  built  of  3-in.  staves,  and  the  floor  is  built  of  3-in. 
plank.  The  tub  is  bound  by  ten  wrought-iron  lioops,  4  in.  X  -/„  in.  at  the  top  of  the  tub  and  5  in.  X 
-j^-g-  in.  at  the  bottom,  spaced  30  in.  centres  at  the  top  and  diminishing  to  a  spacing  of  8  in.  centres  at 
the  bottom.  The  floor  of  the  tub  rests  on  3-in.  X  5-in.  joists,  spaced  about  18  in.  centres,  resting  on  5- 
in.  X  12-in.  floor-beams,  spaced  18  in.  centres,  which  in  turn  are  supported  by  four  trestle-bents  placed 


WATEJi   STATIONS. 


121 


parallel  with  ihe  track  and  spaced  6  ft.io  in.  centres.  Between  tlie  caps  of  the  trestle-bents  and  the 
floor-beams  there  is  a  i-in.  Ilnor,  with  a  layer  of  buikling-paper  inserted,  whiih  forms,  together  with  tlie 
bottom  of  the  tub,  an  air-space    underneath   the  lank.     The    caps    of  llie  trestles  are    12   in.  X  16  in., 


Fio.  252.— Grounu-pla.n  Of  Floor  Framinc 


y^,"-^ 


Pi 

Fig.  251. — Elevation. 


Z 

^ 

i"       ^ 

Mt 

;*»*"                      1 

li       ^ 

\ 

=^                      1/ 

Fig.  253. — Ground-i'lan  of  Roof  Framinc 


n 


Fig.  257.— SEcnOiN  of  PirE-i-ROTECTiOiN 
Bo.\. 


Fig.    255. — Elevatkjn  of  Water- 
gauge  Staff. 


Fig.  254. — Details         Fig.  256. — Section  of  Water-gauge  Staff, 
of  Tank. 


Fig.  258. — Detail  of  Hoop-joint. 


the  posts  are  12  in.  X  12  in.,  the  outside  bents  having  each  two  posts,  the  inside  bents  each  four, 
and  the  bents  being  prevented  from  spreading  by  i-in.  tie-rods,  liy  6-in.  X  S-in.  X-bracing,  and  by 
4-in.  X  6-in.  horizontal  struts  near  the  ground  level. 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


The  roof  is  circular,  witli  3-in.  X  6-in.  rafters  and  3-in.  X  8-in.  tie-beams,  sheathed  on  top  of  the 
rafters  and  below  the  tie-beams  witli  i-in.  boards.  Building-paper  is  inserted  al)ove  the  sheathing  under 
the  tie-beams.  Thus  the  tank  has  on  the  top  and  on  the  bottom  a  double  sheathing,  forming  air-spaces, 
which  prevent  the  water  from  freezing.  The  supply-pipes  and  overflow-pipes  enter  the  tub  through 
the  bottom  and  are  inclosed  in  an  8-ft.  box  between  the  bottom  of  the  tank  and  the  ground,  whicli 
i)o.\  is  sheathed  on  the  inside  and  outside  with  a  layer  of  building-paper  and  i-in.  boards.  The 
sui)ply-pij)e  is  closed  with  a  Ludlow  valve.  An  18-in.  copper  ball-float  is  connected  with  a  marker  on 
the  outside  of  the  tank  to  indicate  the  height  of  the  water.  The  height  of  the  tank  above  the  track 
is  \  aried  according  to  local  circumstances. 

Standard,  \\ft.  X  i.?>  ft-,  Circular  Water-tank,  Pennsylvania  Railroad. — The  standard,  14  ft.  X 
18  ft.,  circular  frost-proof  water-tank  of  the  Pennsylvania  Railroad,  with  a  capacity  of  23,628  gallons, 
is  built  almost  similar  to  the  one  of  a  larger  capacity  just  described.  It  is  13  ft.  deep  in  the  clear  on 
the  inside,  and  18  ft.  outside  diameter  at  the  bottom  and  16  ft.  10  in.  outside  diameter  at  tlie  toi).  All 
the  details  and  sizes  of  lumber  used  are  the  same  as  for  the  larger  standard. 

Standard,  \'~,ft.  X  id  ft.,  Circular  Water-tank,  Savannah, Fhirida  &-"  Western  Railway. — The  stand- 
ard circular  water-tank  of  the  Savannah,  Florida  &  Western  Railway,  and  also  of  the  Charleston  &  Sa- 
vannah Railway,  designed  by  Mr.  W.  B.  W.  Howe,  Jr.,  Chief  Engineer,  sliown  in  Figs.  259  and  260,  is  15 


Fig.   260. — Elevation. 


Fig.  159. — CROss-sEcrioN. 

ft.  deep  in  the  clear,  16  ft.  i  in.  outside  diameter  at  the  bottom,  and  15  ft.  outside  diameter  at  the  top. 
The  bottom  of  the  floor  of  the  tank  is  set  8  ft.  6  in.  above  the  toji  of  rail,  and  the  centre  of  the  tank  is 


I J  :i  TF.K    S  TA  TIONS. 


123 


set  about  ly  ft.  from  tin-  rentrf  of  tlic  track.  The  sides  of  the  tub  are  made  of  3-in.  staves,  aiul  the 
bottom  is  made  of  3-in.  phink.  The  roof  is  octagonal,  covered  with  i-in.  tongiied  and  grooved  boards 
on  2-in.  X  6-in.  rafters,  and  with  rl-in,  X  9-in.  facia  boards.  The  roof  has  a  man-hole,  16  in.  X  20  in. 
in  the  clear. 

The  tub  is  su|)ported  on  a  solid  4-in.  plank  floor,  16  ft.  X  16  ft.,  which  rests  on  3-in.  X  12-in.  floor- 
joists,  spaced  15  in.  centres.  The  floor-joists  are  supported  by  three  trestle-bents,  placed  perpendicu- 
lar to  the  track,  and  spaced  5  ft.  10  in.  centres.  Each  trestle-bent  has  three  posts,  10  in.  X  10  in.,  and 
the  sills  and  caps  are  10  in.  X  10  in.  The  bents  are  braced  by  8-in.  X  8-in.  braces.  The  foundations 
of  the  bents  are  three  12-in.  X  12-in.  mud-sills. 

The  inlet-pipe  enters  the  tank  from  the  outside  at  the  .top.  The  outlet-pipe  is  ta]iped  into  the 
side  of  the  tank  just  above  the  floor,  and  is  closed  automatically  by  a  weight.  As  soon  as  the  gal  van - 
ized-iron  delivery-spout  is  drawn  down  by  the  train  hands  and  the  back  end  of  the  spout  strikes  the 
socket  of  the  discharge-pi])e,  the  valve  is  opened,  thus  allowing  the  water  to  run  freely.  The  method 
of  tapping  the  discharge-pi[)e  into  the  side  of  the  tub  above  the  floor  will  enable  clearer  water  to  be 
delivered,  as  mud  and  sediments  collecting  on  the  floor  of  the  tank  cannot  be  flushed  into  the  pipe. 
The  gauge  for  marking  the  height  of  water  in  the  tub  is  a  ring  fitting  around  an  upright  pole,  like  a 
flagstaff,  on  top  of  the  roof.  The  ring  or  circular  disk  moves  up  and  down  this  [lole  according  to  the 
lieight  of  the  galvanized-iron  float  inside  the  tank,  thus  allowing  trainmen  to  see  from  quite  a  distance 
iiow  much  water  is  in  the  tank,  without  having  to  wait  until  they  get  up  to  and  opposite  the  tank. 

Standard,  \(>  ft.  X  2^  ft.,  Circular  Water-tank,  Chicago,  St.  Paul  &=  Kansas  City  Railway. — The 
standard,  16  ft.  X  24  ft.,  circular  water-tank  of  the  Chicago,  St.  Paul  &  Kansas  City  Railway,  shown 
in  Fig.  261,  is  15  ft.  9  in.  deep  in  the  clear,  24  ft.  outside  diameter  at  the  bottom,  antl  23  ft.  3  in.  out- 
side diameter  at  the  top.  The  bottom  of  the  floor 
is  set  12  ft.  9  in.  above  the  to])  of  rail,  and  the 
centre  of  the  tank  is  located  21  ft.  9  in.  from  the 
centre  of  the  track. 

The  tub  is  built  of  3-in.  staves  and  3-in.  fioor- 
planks.  It  is  bound  by  12  wrought-iron  hoops,  3I 
in.  wide  at  the  top  and  increasing  to  6  in.  in  width 
at  the  bottom,  spaced  24  in.  centres  at  the  to])  and 
running  down  to  a  spacing  of  9-in.  centres  at  the 
bottom.  The  roof  is  a  regular  circular  roof  made 
of  two  layers  of  i-in.  boards,  resting  on  circular 
frames. 

The  tub  rests  on  3-in.  by  6-in.  floor-joists, 
spaced  15  in.  centres,  which  rest  on  3-in.  by  12-in. 
floor-beams,  spaced  15  in.  centres.  In  the  stand- 
ard plan  the  floor-beams  are  supported  by  four 
pile  trestle-bents  placed  parallel  with  the  track  and 
spaced  6  ft.  10  in.  centres,  with  two  piles  in  each 
outside  bent  and  four  jjiles  in  each  inside  bent. 
The  caps  of  the  bents  are  12  in.  X  12  in.,  the  brace- 
plank  in  both  directions  3  in.  X  10  in.,  bolted  to 
the  piles.  The  inlet-pipe  and  the  overflo\v-])ipe 
enter  the  tank  through  the  bottom  and  are  enclosed 
from  the  ground  u])  to  the  bottom  of  the  tank 
in  a  5-ft.  double-sheathed  box.  The  discharge- 
pipe  leaves  the  tank  at  the  floor  near  the  centre  of  the  tank  and  runs  underneath  the  floor  to  the 
outside  of  the  tank,  where  it  discharges  into  a  galvanized-iron  goose-neck  or  delivery -spout.  The 
discharge-pipe  at  the  bottom  of  the  tank  near  the  centre  of  the  floor  is  closed  by  an  ordinary  lid-valve 
operated  by  levers  and  a  rope  over  pulleys  from  the  outside  of  the  tank.  The  delivery-spout  is 
counterweighted,  and  has  to  be  drawn  down  by  the  trainmen.  As  a  rule,  water-tanks  on  this  road 
are  supplied  with  water  from  wells,  worked  by  windmills,  placed  as  near  the  tank  as  possible. 


Fig.  261. — Cross-section. 


124  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

Standaid,  16  ft.  X  24//.,  Circular  Water-tank,  Atchison,  Topeka  &=  Santa  Fe  Railroad. — The 
standard,  16  ft.  X  24  ft.,  circular  water-tank  of  the  Atchison,  Topeka  &  Santa  P"e  Railroad  is  15  ft. 
6  in.  deep  in  the  clear,  24  ft.  outside  diameter  at  the  bottom,  and  23  ft.  2\  in.  outside  diameter  at  the 
top,  and  corresponds  in  general  to  the  design  shown  in  Fig.  246.  The  top  of  the  floor  is  12  ft.  2  in. 
above  the  top  of  rail,  the  centre  of  the  discharge-pipe  at  the  back  end  of  the  goose-neck  is  set  10  ft. 
S  in.  above  the  top  of  rail.     The  centre  of  the  tank  is  located  23  ft.  6  in.  from  the  centre  of  the  track. 

The  tub  is  built  of  3-in.  staves,  3-in.  floor-planks,  and  is  bound  by  fourteen  wrought-iron  hoops, 
4  in.  X  1'^  in.  in  size,  spaced  43  in.  centres  at  the  top  and  diminishing  to  7  in.  centres  at  the  bottom 
of  the  tank.  The  roof  is  a  regular  circular  roof,  with  2-in.  X  6-in.  rafters,  tie-beams  and  nailers,  and 
covered  by  i-in.  boards  and  shingles. 

The  floor  of  the  tub  is  supported  by  4-in.  X  6-in.  floor-joists,  spaced  about  24  in.  centres,  and 
5-in.  X  1 2-in.  floor-beams,  spaced  24  in.  centres.  Between  tiie  floor-jcjists  and  the  floor-beams  there 
is  a  floor  of  i-in.  plank,  forming  an  air-space  in  connection  with  the  tank  floor.  The  floor-beams  are 
supported  by  five  trestle-bents  placed  parallel  to  the  track,  and  spaced  5  ft.  2  in.  centres.  The  caps 
of  the  bents  are  10  in.  X  14  in.,  and  the  posts  10  in.  X  10  in.,  resting  on  stone  piers  without  any  sills. 
There  are  twenty-one  posts  and  piers,  the  inside  nine  ofj  which  are  thoroughly  braced  together  by 
6-in.  X  6-in.  X-braces  and  i-in.  tie-rods. 

The  discharge-pipe  leaves  the  tank  near  the  centre  of  the  floor,  and  is  closed  by  a  lid-valve 
worked  from  the  outside  of  the  house  liy  appropriate  levers,  pulleys,  and  ropes.  The  discharge-pipe 
runs  under  the  floor  to  the  face  of  the  tank,  and  connects  there  with  a  galvanized-iron  9-in.  goose- 
neck or  delivery-spout.  The  tank  is  provided  with  a  float  and  marker  similar  to  the  other  tanks 
described. 

Standard,  xd  ft.  X  id  ft.,  Circular  Water-tank,  Northern  Pacific  Railroad. — The  standard,  16  ft.  X 
16  ft.,  circular  water-tank  of  the  Northern  Pacific  Railroad,  designed  by  Mr.  C.  B.  Talbot,  similar  to 
the  water-tank  shown  in  Fig.  262,  has  a  capacity  of  21,000  gallons,  and  is  15  ft.  2  in.  deep  in  the  clear, 
16  ft.  inside  diameter  at  the  bottom,  and  15  ft.  4  in.  inside  diameter  at  the  toji.  The  floor  of  the  tank 
is  set  about  ir  ft.  6  in.  above  the  top  of  the  rail.  The  top  of  the  delivery-spout  at  the  back  end  is 
set  10  ft.  7  in.  above  the  top  of  rail,  and  the  centre  of  the  tank  is  located  17  ft.  9  in.  from  the  centre 
of  the  track,  using  a  9-ft.  2-in.  spout. 

The  tub  is  built  of  s^^-in.  staves  and  floor-plank,  and  is  bound  with  twelve  wrought-iron  hoops. 
The  roof  is  circular,  with  2-in.  X  6-in.  tie-beams  and  2-in.  X  4-in.  rafters,  covered  with  boards  and 
shingles.  The  bottom  of  the  tie-beams  is  sheathed  with  i -in.  plank,  forming  with  the  roof-sheath- 
ing an  air-space  on  top  of  the  tank,  which,  with  the  air-sjiace  at  the  bottom  of  the  tank,  as 
described  below,  renders  the  tank  frost-proof.  The  floor  of  the  tank  rests  on  2-in.  X  6-in. 
floor-joists,  spaced  8  in  centres,  placed  parallel  with  the  track  and  resting  on  3-in.  X  12-in. 
floor-beams,  spaced  15  in.  centres,  and  placed  perpendicular  to  the  track.  Between  the  floor- 
joists  and  floor-beams  there  are  i-in.  boards,  tlius  forming  an  air-space  with  the  tank  floor. 
The  floor-beams  are  supported  by  four  bents  placed  parallel  with  the  track  and  spaced  4  ft.  8  in. 
centres.  The  outside  bents  have  each  two  posts  and  the  inside  bents  each  four  posts.  The 
caps  of  the  bents  are  12  in.  X  12  in.,  the  posts  12  in.  X  12  in.,  the  sills  12  in.  X  16  in.  The 
bents  are  appropriately  braced  with  struts  and  tied  together  with  rods.  The  pipes  entering  the  tank 
through  the  floor  are  inclosed  between  the  ground  and  the  floor  of  the  tank  in  a  ])ipe-chamber,  a 
notable  feature  of  the  design  being  the  care  taken  to  protect  this  chamber  from  the  cold.  The 
chamber  is  3  ft.  6  in.  square  inside,  and  is  surrounded  l)y  four  different  walls  of  i-in.  plank,  one  out- 
side of  the  other,  forming  thus  from  the  outside  in  first  a  space  of  18  in.  filled  with  sawdust,  then  a 
24-in.  air-space,  and  lastly  a  12-in.  space  filled  with  sawdust. 

The  discharge-pipe  leaves  the  tank  near  the  centre  of  the  floor,  and  is  closed  by  a  lid-valve  oper- 
ated from  the  outside  by  appropriate  fixtures;  it  runs  under  the  floor  between  the  floor  beams  to  the 
face  of  the  tank,  where  it  connects  to  a  counterweighted  goose-neck. 

Standard,  16  //.  X  24  //.,  Circular  Water-tank,  Northern  Pacific  Railroad. — The  i6-ft.  X  24-ft. 
circular  water-tank  of  the  Northern  Pacific  Railroad  at  Heron,  Mt.,  designed  by  Mr.  C.  B.  Talbot,  sim- 
ilar to  the  water-tank  shown  in  Fig.  262,  has  a  capacity  of  49,000  gallons,  and  in  most  of  its  details 
and  gener.al  arrangements  is  almost  identical  with  the  i6-ft.  X  i6-ft.  tank  previously  described.     The 


IVATER   STATIONS. 


125 


outside  staves  and  the  floor  are  made  of  3i'^o"'"-  p'^^'ik,  tlie  floor-joists  are  2  in.  X  8  in.,  and  the  floor- 
beams  are  4  in.  X  14  in.  The  caps  of  tlie  bents  are  12  in.  X  15  in.  The  distinctive  feature  of  this 
design  is  the  automatic  arrangement  for  opening  and  closing  the  valve  in  the  supply-pipe.  This  is 
done  by  means  of  a  14-in.  cedar  float  on  one  end  of  a  lever,  the  other  end  of  which  is  connected  by  a 


Fit;.   262.  — Ei.iiVAiioN  AND  Ckoss-section. 


])ipe-ro(l  with    tlio  valve-stem   of   a  Chapnian  valve   in  the   suiijjly-pipe   liulow  the   ground   under   the 
tank. 

///-//  Watt-r-taiik,  N'orthi-ri,  Pacific  R,n7roci</.—Thc  liij^li  water-tank  of  the  Northern  racillc  Rail- 
road, shown  in  Fig.  262,  designed  by  Mr.  C.  I!,  '{'albot,  with  a  capacity  of  49,000  gallons,  is  the-   usual 


26  BUJLDINGS  AKB   STRUCTURES   OF  AMERICAN  RAILROADS. 


standard,  i6  ft.  X  24  ft.,  circular  water-tank  of  the  same  road,  placed  on  a  higher  trestling  than  usual, 
in  order  to  obtain  a  greater  pressure  at  the  outlet-pipe.  The  floor  of  the  tank  is  set  about  25  ft.  above 
the  top  of  rail,  while  the  delivery-spout  is  kept  at  the  usual  elevation.  The  outlet  valve  on  the  floor 
of  the  tank  is  opened  automatically  when  the  delivery-spout  is  pulled  down,  and  closes  as  soon  as  the 
spout  is  pushed  upward. 

Throughout  this  design  the  greatest  care  is  taken  to  form  air-spaces,  and  spaces  filled  in  with 
sawdust,  so  as  to  protect  the  pipes  under  the  tank,  and  also  to  keep  the  water  in  the  tank  from 
freezing.  The  outside  of  the  trestling  under  the  tank  is  sheathed  with  weather-boarding  as  an  addi- 
tional protection  against  severe  weather. 

Standard,  16  ft.  X  lo  ft.,  Circular  Water-tank,  Lehigh  Valley  Railroad. — The  standard,  16  ft.  X 
20  ft.,  circular  water-tank  of  the  Lehigh  Valley  Railroad,  shown  in  Figs.  263  and  264,  designed  by  Mr. 

Wm.  F.  Pascoe,  Superintendent  of  Bridges,  Lehigh 
Valley  Railroad,  with  a  capacity  of  34,292  gallons, 
is  particularly  interesting  on  account  of  the  use 
of  a  wrought-iron  and  stone  substructure  for  the 
tank.  The  tank  is  of  the  usual  pattern,  with  3-in. 
staves,  3-in.  floor-plank,  and  3-in.  false  floor,  with 
i-in.  tongued  and  grooved  boards  nailed  between 
the  wrought-iron  Lbeam  floor-joists  under  the 
false  floor.  The  tub  is  bound  by  14  wrought- 
iron  hoops,  3 J  in.  X  ^^  in.  The  roof  is  octag- 
onal, formed  of  4-in.  X  6-in.  rafters,  3-in.  X  4- 
in.  nailers,  and  4-in.  X  7-in.  tie-beams,  held  to  the 
peak  of  the  roof  with  a  -Jin.  tie-rod.  The  tie- 
beams  are  sheathed  on  top  and  bottom,  forming 
thus  a  7-in.  air-space  on  top  of  the  tank. 

The  floor-joists  rest  on  6  wrought-iron  plate- 
girder  floor-beams,  18  in.   high,  spaced  from  30 


Fig.  263. — Elevation  and  Cross-section. 


Fig.  264. — Ground-pi.an. 


in.  to  42  ill.  apar:.  The  floor-beams  are  supported  by  20-in.  wrnugln-iron  plate-girders  on  four  sides 
of  the  hexagon  formed  by  6  wrought-iron  columns,  which  transmit  the  load  to  a  substantial  stone 
foundation-wall.  The  floor-beams  according  to  their  length  have  a  jV-in.,  a  xg-in.,  or  a  ^-in.  web,  and 
respectively  3-in.  X  4-in.  X  ^-in.,'  3-in.  X  3-in.  X  tV'"-'  ">■  3"i"-  ^  3"i"-  >^  i"'"-  chord-angles;  the  stiffen- 
ers  are  in  all  cases  2^-in.  X  3-in.  X  f-in.  angles.  The  20-in.  plate-girders  connecting  the  columns  have 
T\-in.  webs,  3-in.  X  4-in.  X  VV-in.  chord-angles,  3-in.  X  3J-in.  X  f-ia.  stifi"eners,  and  |-in.  rivets.  The 
columns  are  9  ft.  long,  and  each  is  comiiosed  of  two  12-in.  wrought-iron  channels,  with  2j-in.  X  4-in. 
lattice-bars,  i-in.  top  and  bottom  plates,  and  2-in.  rivets.  The  bed-plates  are  22  in.  square.  The 
stone  foundation-wall  is  28  in.  wide  on  top,  with  appropriate    footings   at  its  bed,  and  is  built  in  the 


WATEE   STATIONS. 


127 


shape  of  a  hexagon,  special  lar-e  pedestal  stones  being  set  at  the  corners  under  the  rolumns.  On 
two  sides  of  the  hexagon  2-ft.  openings  are  left  in  the  foundation-wall,  several  feet  below  the  surface, 
to  admit  the  necessary  pipes  to  the  pipe-chamber  in  which  the  pipes  ascend  to  the  tank.  '1  his  pipe- 
chand.er  is  protected  in  the  usual  way  by  a  frost-proof  box.  The  floor  of  the  tank  is  set  about  14  ft. 
9  in.  above  the  top  of  rail. 

St.im/arJ,  iC  ft.  X  30//.,  Cinuhir    Water-tank,  Lr/ii-h    Valley  RailnHiJ.—  VW  standard,  16  ft.  X 
30  ft.,  circular  water-tank  of  the  l.ehigh  Valley  Railroad,  shown  in  Figs.  265  and   266,  designed  by 


FlC.    2''i5.  —  F.I.F.VATION    AMI    Cr<iSS-SK CTION. 

Mr.  Wm.  F.  Pascoe,  Superintendent  of  Bridges,  Fehigh  Valley  Railroad,  with  a  capacity  of  75,154 
gallons,  is  noteworthy  on  account  of  its  size  and  the  permanent  character  of  its  substructure,  namely, 
wrought-iron  beams  on  cast-iron  columns  and  stone  foundation-walls.  The  construction  of  tlie  luli 
and  the  dimensions  of  the  materials  used  are  exactly  the  same  as  for  the  20-ft.  standard  of  the  same 
roail,  excepting  that  tlie  tub  is  bound  with  17  hoops  in  place  of  14  as  in  the  smaller  standard.  The 
tank  rests  on  nine  wrought-iron   15-in.  rolled    I-bfaiws,  150  lbs.  per  yard,  spaced   from  37  in.  to  44  in. 


128 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


centres.  These  floor-beams  are  supported  through  the  centre  by  a  wrought-iron  is-in.  rolled  I-beam, 
200  lbs.  per  )-ard,  resting  on  four  columns,  each  column  consisting  of  a  wrought-iron  9-in.  rolled 
I-beam,  100  lbs.  per  yard.  'I'he  floor-beams  are  supported  at  their  ends  by  wrought-iron  12-in.  rolled 
beams,  170  lbs.  per  yard,  connecting  on  si.x  sides  the  corners  of  an  octagon  formed  by  eight  cast-iron 
ornamental  columns,  which  transmit  the  load  to  the  stone  foundation.  Tlicse  cast-iron  columns  are 
10  ft.  high,  iij  in.  outside  diameter  at  the  top  of  the  shaft  and   14^  in.  at   the   bottom,  and  have  a 


Fig.  266. — Ground-plan. 


base  20  in.  square.  The  thickness  of  the  metal  in  the  columns  is  i^  in.  The  foundation-wall  is  28 
in.  wide  on  top,  with  ajipropriate  openings  for  the  passage  of  pipes  underneath  the  ground,  which 
pipes  ascend  to  the  tank  in  a  frost-proof  pipe-chamber,  for  which  a  special  foundation-wall  is  built, 
as  shown  on  the  plans.     The  floor  of  the  tank  is  usually  set  about  15  ft.  above  the  top  of  rail. 


In  general  it  can  be  said  relative  to  the  water-tanks  on  the  Lehigh  Valley  Railroad  that  they  are 
usually  connected  with  stand-pipes  located  between  the  main  tracks,  or  alongside  of  leaders,  or  at 
the  head  of  yards,  in  which  case  attachments  for  the  delivery  of  water  directly  out  of  the  tank 
through  goose-necks,  etc.,  are  not  recjuired.  The  supply-pipe  and  waste-pipe  are  4  in.  in  diameter, 
and  the  delivery-pipe  is  8  in.  in  diameter. 

The  following  estimates  of  the  cost  of  the  standard  20-ft.  and  30-ft.  tanks  on  wrought-iron  or 
cast-iron  columns  and  on  stone  foundations  have  been  kindly  furnished  by  Mr.  Pascoe,  who  states 
that  the  figures  represent  fair  averages  for  usual  conditions  encountered  : 


Cost  of  ii  10-ft.  tank  coniplde  on  ivrought-iron  coiuttins. 

Masonry $336  00 

Wrought-iron  (15,775  lbs.) 500  00 

Tub 30200 

Pipes,  valves,  and  laying 443  qo 

Erection 115  00 

Total 11,696  90 


Cost  of  a  30-ft.  tank  cotnplcte  on  wyotight-iron  columns. 

Masonry I402  00 

Wrought-iron  (28,936  lbs.) 927  00 

Tub 461  00 

Pipes,  valves,  and  laying 4S6  30 

Erection 1S9  00 

Total 12,465  30 


WATER   STATIONS.  129 

Cost  of  a  20-/1.  lank  complete  on  cast-iron  columns.  Cost  of  a  30-//.  tank  complete  on  cast-iron  columns. 

Masonry I336  00  Masonry $40200 

Cast-iron  (14,56s  lbs.) 29136  Cast-iron  (15,340  lbs.) 30680 

Wrought-iron  (11,997  lbs.) 373  n  Wrought-iron  (17,995  lbs.) 55964 

Tub 30200  Tub 46100 

Pipes,  valves,  and  laying 443  go  Pipes,  valves,  and  laying 4S6  30 

Erection 115  00  Erection 1 89  00 

Total |i,86i  37  Total $2,404  74 

Standard,  id  ft.  X  24  //.,  Circular  Water-tank,  Union  Pacific  Railway. — The  standard,  16  ft.  X 
24  ft.,  circular  water-tank  of  the  Union  Pacific  Railway,  with  a  capacity  of  about  48,000  gallons,  de- 
scribed and  illustrated  in  the  Railroad  Gazette,  issue  of  Sept.  5,  1890,  is  a  wooden  tank  of  the  usual  make, 
supported  on  eight  ornamental  cast-iron  columns,  bedded  on  stone  piers.  The  tank  is  located  between 
two  tracks,  and  has  spouts  facing  each  track,  affording  thus  extra  facilities  for  the  quick  dispatch  of 
engines  taking  water.  The  tank  is  covered  with  a  ceiling  of  |-in.  pine  nailed  to  2  in.  X  6  in.  joists,  with 
one  layer  of  building-paper  above  the  ceiling.  The  roof  is  formed  of  |-in.  pine  laid  over  one  layer 
of  building-paper,  witli  the  joints  covered  with  bevelled  battens.  The  valves  are  of  babbitt,  and  have 
rubber  seats.  All  bolts  passing  through  the  tank  are  wound  with  oakum  and  white-lead  to  prevent 
leakage.  The  rafters  in  the  roof  are  2  in.  X  6  in.,  and  the  staves  are  2!  in.  thick  and  6  in.  wide,  laid 
without  dovetails.  The  hoops  are  4-!-  in.  wide  and  ^V  in.  thick,  riveted  to  the  buckles,  which  are 
drawn  together  liy  two  bolts  i  in.  diameter  and  ii.V  in.  long. 

Feed  Water-trough,  Pennsylvania  Railroad. — The  Pennsylvania  Railroad  has  introduced  with 
great  success  on  its  principal  lines  feed  water-troughs  in  the  track  on  what  is  known  as  the  Rams- 
bottom  system,  enabling  engines  to  take  water  while  running,  and  thus  save  time  which  would  other- 
wise be  spent  in  stojiping  at  water  stations,  which  feature  is  especially  valuable  for  fast  through-trains. 
These  tanks  are  generally  about  1200  ft.  long,  and  made  of  ^ir-in.  wrought-iron  plates  appropriately 
stiftened  with  angle-iron  at  the  sides  and  half-round  irons  along  the  top.  The  width  of  the  tank  is 
19  in.  in  the  clear,  and  the  depth  6  in.  in  the  clear.  The  tank  is  placed  in  the  middle  of  the  track, 
and  spiked  loosely  to  the  cross-ties,  so  as  to  allow  for  expansion  and  contraction  of  the  material. 
The  ends  of  the  tanks  are  placed  on  appropriate  inclines  so  as  to  prevent  any  loose  rods  hanging 
down  from  beneath  cars  ripping  it  up.  Where  the  track  is  on  a  grade,  the  water  is  supplied  at  a 
number  of  points  as  fast  as  it  flows  off.  To  prevent  the  water  from  freezing  in  winter,  live  steam  is 
turned  into  the  tanks  from  a  boiler  placed  in  a  slied  near  the  road,  the  steam  being  led  frorn  the 
boiler  through  a  2-in.  pipe  parallel  witl\  the  trough,  from  which  main  pipe  branch  pipes  i  in.  in 
diameter  are  led  off,  at  intervals  of  about  40  ft.,  discharging  into  the  trough.  These  pipes  are  en- 
closed in  appropriate  wooden  boxes,  and  properly  protected  from  freezing  in  the  usual  way.  Suitable 
valves  are  introduced  at  different  points,  and  also  protected  with  boxes.  The  water  is  taken  from 
these  troughs  by  a  i)ii)e  or  spout  underneath  the  water-tank  of  the  engine,  wliicli  spout  is  lowered  at 
the  proper  time  into  the  water  in  the  trough.  The  speed  with  which  the  siiout  is  pushed  through 
the  water  causes  the  water  to  rush  up  the  pipe  and  fill  the  tank  above. 

For  furthei  data  and  illustrations,  see  the  book  "The  Pennsylvania  Railroad,"  by  James  Dredge. 


130  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


CHAPTER   XV. 

COALING   STATIONS    FOR   LOCOMOTIVES. 

The  handling  of  coal  on  a  railroad  involves  special  appliances  and  structures,  such  as  coal- 
runs  and  coal-tipples  in  the  vicinity  of  coal-mines  for  delivering  coal  to  cars  for  transit  over 
the  road,  coal  stocking  and  transfer  systems,  terminal  coal-piers,  coal-chutes  or  bins  for  sup- 
plying local  coal  dealers  or  large  consumers,  and  coaling  stations  for  locomotives.  In  this 
chapter  the  discussion  will  be  confined  to  the  methods  in  vogue  for  coaling  locomotives,  which 
investigation  is  rendered  somewhat  difficult  owing  to  the  large  number  of  systems  that  have 
been  adopted  in  practice  to  meet  varying  conditions  and  the  individual  views  of  railroad 
ofificers  in  charge  of  this  branch  of  the  service.  The  choice  of  a  design  will  depend  to  a  large 
extent  on  the  topographical  features  of  the  locality,  the  ground  space  available,  its  shape  and 
its  value,  the  number  of  engines  to  be  coaled  in  a  given  time,  the  kind  of  cars  in  which  coal 
is  to  be  delivered  at  the  coaling  station,  the  quality  of  the  coal,  whether  hard  or  soft,  and 
whether  the  coal  will  be  supplied  regularly  all  the  year  around,  or  only  at  certain  seasons  of 
the  year ;  also,  whether  coal  is  to  be  delivered  to  engines  on  a  side  track  with  ample  time 
allowance  for  coaling,  or  whether  trains  will  stop  to  take  coal  on  the  main  tracks,  making  a 
quick  coal-deliver}'  a  prerequisite. 

Ample  provision  for  storage  facilities  is  necessary  wherever  an  irregular  or  intermittent 
supply  is  to  be  expected,  caused  either  by  possible  labor  troubles,  temporary  suspensions  at 
the  mines,  or  blockades  on  the  road.  On  northern  systems  it  is  very  desirable  to  store  the 
bulk  of  the  winter's  supply  before  the  full  severity  of  the  season  sets  in.  In  northern  climates 
it  will  also  prove  economical  to  put  a  shed  or  roof  over  the  pockets  or  storage-piles  so  as  to 
prevent  the  coal  from  getting  thoroughly  drenched  and  freezing  to  a  solid  mass. 

In  designing  a  coaling  system  one  of  the  main  points  to  observe  is  to  limit  the  number 
of  handlings  of  the  coal,  so  far  as  possible,  thereby  reducing  the  cost  of  operation  and  espe- 
cially the  breakage.  Due  regard  should  be  paid  to  having  some  means  for  ascertaining  and 
tallying  the  amount  of  coal  delivered  to  engines,  either  by  actual  scale-weight  or  by  measure- 
ment in  bulk  in  buckets,  dump-cars,  or  pockets,  which  latter  method  will  prove  practically 
just  as  accurate  as  scale-weights  in  the  long-run. 

The  size  of  a  coaling  station  will  depend  on  the  daily  output  to  be  expected  and  the 
.storage  capacity  required,  with  proper  allowance  for  a  possible  increase  of  business.  The 
desirable  storage  capacity  is  determined  after  considering  the  points  above  mentioned  perti- 
nent thereto,  while  the  daily  output  is  a  matter  of  simple  calculation  dependent  on  the  num- 
ber of  engines  to  coal  daily,  multiplied  by  the  coal-carrjing  capacity  of  their  tenders,  which 
hold  usually  from   2  to  7  tons,  according  to  the  size  of  the  engines.     Coaling  stations  will  be 


COALING   STATIONS  FOR   LOCOMOTIVES.  131 

usually  found  located  on  side  tracks  at  all  important  stations,  junction  points,  division  yards, 
in  fact  at  all  points  where  engines  are  likely  to  be  changed.  Coaling  stations  have  to  be  pro- 
vided along  the  main  track,  wherever  the  engine  run  is  longer  than  the  coal-carrying  capacity 
of  the  tender  will  allow,  and  the  coal  supply,  therefore,  has  to  be  replenished  en  route. 
Engine  runs  for  coal  and  freight  trains  arc  usually  so  regulated  on  large  roads  as  to  require 
the  engines  to  coal  only  at  the  terminal  points  before  starting  on  their  runs,  but  passenger- 
engine  runs  are  frequently  much  longer,  and  the  engine  has  to  coal  en  route,  in  which  case 
rapidity  of  coaling  is  essential. 

The  methods  in  use  for  coaling  locomoti\'cs  consist  of — 

1.  Shovelling  directly  into  the  tender  from  cars  placed  alongside  the  engine. 

2.  Handling  by  crane  and  buckets. 

3.  Platforms  at  about  the  height  of  the  top  of  the  coping  on  tenders. 

4.  Chutes  at  high  elevation,  either  dumping  sideways  into  the  tenders  or  from  an  over- 
head bridge  spanning  the  tracks. 

5.  Special  systems,  usually  patented. 

1.  The  method  of  sliovelling  directly  from  cars  into  tenders,  requiring  no  special  structures 
or  appliances,  is  the  most  primitive  method  for  supplying  coal  to  locomotives,  and  is,  naturally, 
only  employed  in  connection  with  a  very  small  output,  or  in  case  of  necessity  as  a  makeshift, 
or  on  new  work  until  permanent  arrangements  are  perfected.  The  total  cost  of  handling  is 
represented  by  the  cost  of  one  shovelling  of  the  coal,  or  probably  about  10  to  15  cents  per 
ton,  provided  the  coal  is  not  frozen  in  the  cars. 

2.  The  method  of  handling  coal  by  crane  and  buckets  consists  of  loading  iron  buckets  with 
coal  from  storage-piles  or  directly  from  cars,  and  .swinging  the  buckets  over  the  tender,  as 
required,  by  means  of  a  crane,  the  contents  being  dumped  into  the  tender  either  by  tipping 
the  bucket  or  by  opening  trap-doors  in  the  bottom  of  the  bucket.  The  system  can  be  sub- 
divided according  to  whether  a  stationary  crane  w  ith  a  swing-jib  or  a  travelling-crane  is  used, 
the  latter  consisting  either  of  a  traversing  crab  on  fixed  end-trestles  or  of  a  so-called  Goliath 
crane,  in  which  the  side  supports  of  the  overhead  bridge  travel  on  tracks  laid  on  the  ground. 
The  bucket  and  crane  system  is  more  particularly  employed  where  coal  is  delivered  in  flat  cars 
and  it  cannot  be  dumped,  but  has  to  be  shovelled  out  anj^how.  The  first  cost  of  this  system 
is  small,  as  the  storage  of  the  coal  is  on  the  ground.  It  will  take  from  five  to  ten  minutes  to 
coal  a  tender,  the  crane  being  worked  by  manual  labor  and  the  buckets  having  been  previously 
filled. 

Stationary  cranes  are  in  use  on  the  Wisconsin  Central  Railroad,  the  Northern  Pacific 
Railroad,  the  New  York,  Chicago  &  St.  Louis  Railwa)-,  tlie  Des  Moines  &  Fort  Dodge  Rail- 
wa}%  and  other  roads.  The  cost  of  delivery  is  reported  variously  at  from  7.5  to  15  cents  per 
ton,  including  shovelling  into  the  buckets,  hoisting  and  discharging  them. 

A  travelling-crane  on  fixed  end-trestles  is  used  by  the  Pittsburgh,  Cincinnati  &  St.  Louis 
Railroad  at  Columbus,  O. ;  the  average  length  of  time  for  coaling  an  engine  is  stated  to  be 
six  minutes,  antl  tlic  cost  varies  from  6.8  to  9.1  cents  per  ton,  covering  all  expenses,  including 
repairs  and  interest  on  first  cost. 


132  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

3.  In  the  discussion  of  the  system  of  wi\\\g  platforms  at  about  tlu  lieigiit  of  the  tender 
c<?/z//g- it  is  necessary  to  distinguish  between  the  methods  for  delivering  the  coal  on  to  the 
platform  and  the  methods  of  transferring  it  from  the  platform  to  locomotives. 

The  coal  is  delivered  on  to  the  platform  either  by  horse  and  cart,  or  by  shovelling  from 
cars  standing  on  the  coaling  track  at  the  face  of  the  platform,  or  from  cars  on  a  raised  track 
near  the  rear  of  the  platform  and  on  a  level  with  it.  In  the  latter  case  the  coal  is  cither 
thrown  toward  the  face  of  the  platform  for  immediate  use,  or  toward  the  rear  into  a  surplus 
storage-pile,  which  system  is  frequently  called  the  "compromise  scheme"  to  allow  for  the 
numerous  irregularities  and  fluctuations  that  take  place  in  the  coal  supply.  Coal  is  also 
delivered  on  to  the  platform  by  dumping  from  a  raised  trestling  set  on  top  of  the  platform, 
generally  some  distance  back  from  the  face  of  the  platform,  the  height  of  the  raised  deliv- 
ery track  being  usually  from  8  to  9  ft.  above  the  level  of  the  platform.  The  platform  level  is 
usually  placed  from  10  ft.  to  12  ft.  above  the  top  of  rail  of  the  coaling  track  along  the  face  of 
the  platform,  so  that  the  height  of  the  elevated  dumping  track  above  the  coaling  track  is  from 
18  to  21  ft.  The  height  to  climb  with  the  loaded  coal-cars  in  this  system  is  much  less  than 
required  for  coal-chutes  at  a  high  elevation,  and  it  is,  therefore,  frequently  given  the  prefer- 
ence over  the  latter  system. 

The  gradient  usually  adopted  for  the  inclined  approach  trestling  for  the  elevated  dump- 
ing track  is  from  3.5  to  5  ft.  rise  per  100  ft.  horizontal,  which  requires  an  incline  of  from  400 
to  600  ft.  in  length.  Where,  owing  to  want  of  space,  this  length  of  incline  is  still  too  great, 
it  is  customary  to  increase  the  gradient  on  the  incline  to  8  ft.  (in  a  few  isolated  cases  even  as 
high  as  10  ft.)  rise  per  100  ft.  horizontal,  reducing  the  length  of  the  incline  to  about  200  to 
300  ft.,  allowing  for  vertical  curves  at  each  end.  In  operating  a  short  incline  on  this  heavy 
grade  the  locomotive  does  not  run  on  to  the  incline,  but  a  suf^cient  number  of  empty  cars 
are  placed  between  the  locomotive  and  the  loaded  cars  to  allow  the  latter  to  be  placed  on 
the  level  part  of  the  dumping  trestling  on  top  of  the  platform  without  the  locomotive  running 
up  the  incline.  Vertical  curves  have  to  be  inserted  at  each  end  of  these  heavy  inclines  so  as 
not  to  break  grade  too  suddenly,  whereby  the  car-body  might  be  thrown  out  of  its  bearings 
on  the  trucks. 

Relative  to  the  cost  of  delivering  coal  on  to  the  platform  it  can  be  said,  that  the  delivery 
by  horse  and  cart  from  a  storage-pile  on  the  ground  will  cost  about  7  to  15  cents  per  ton,  in 
addition  to  the  cost  of  unloading  in  the  first  instance  into  the  storage-pile,  but  an  expensive 
and  extensive  platform  can  be  saved  in  this  system,  which  feature  may,  at  times,  be  in  its 
favor.  In  shovelling  on  to  the  platform  from  cars  on  the  coaling  track  the  cost  is  not  only  equal 
to  one  shovelling  with  the  disadvantage  of  having  to  throw  the  coal  upwards,  but,  if  it  is 
desired  to  have  a  certain  amount  of  storage  or  surplus  coal  supply  on  the  platfoiln,  a  second 
handling  on  top  of  the  platform  will  be  required  to  work  the  coal  back  from  the  face,  so  that 
the  cost  would  be  from  7  to  i  5  cents  per  ton.  In  shovelling  from  cars  on  a  raised  track  near 
the  rear  of  the  platform  and  on  a  level  with  it,  the  cost  of  delivering  on  to  the  platform  will 
be  represented  by  one  shovelling  out  of  the  cars  under  favorable  conditions,  or  probably  from 
6  to  12  cents  per  ton.  In  dumping  from  a  raised  trestling  the  cost  of  unloading  is  merely 
nominal,  if  dump-cars  are  used  and  the  coal  is  in  a  condition  to  run  freely  out  of  the  cars. 
As  the  incline  is  not  long  and  the  trestling  low,  the  fixed  charge  per  ton   to  allow  for  the 


COALING   STATIONS  FOR  LOCOMOTIVES.  133 

interest  on  the  aJdilioiuil  cost  and  maintenance  of  the  elevated  diuiiping  trestle  is  small, 
especially  so  when  the  approach  can  be  built  on  elevated  ground,  thereby  reducing  the  extra 
cost  of  maintenance  to  a  minimum. 

Comparing,  therefore,  the  different  methods  for  delivering  coal  on  to  the  platform,  it  can 
be  stated  that  the  method  of  dumping  from  a  raised  trestling  is  the  most  economical  in  the 
long-run,  wherever  the  amount  of  coal  to  be  handled  is  sufficient  to  warrant  the  erection  of  a 
regular  coaling  station,  as  the  increased  cost  of  construction  and  maintenance  is  insignificant 
compared  with  the  much  greater  saving  in  the  cost  of  the  coal-delivery. 

For  a  small  or  teinporary  supply,  or  where  the  space  for  a  long  incline  is  not  available, 
shovelling  from  cars  on  the  coaling  track  at  the  face  of  the  platform,  or  on  a  track  at  or  near 
the  rear  of  the  platform,  is  warranted. 

The  methods  of  delivering  coal  on  to  the  platform  having  been  discussed,  the  next  ques- 
tion for  consideration  is  the  delivery  of  coal  from  the  platform  to  locomotives,  for  which  the 
following  methods  arc  actuall}'  in  use  in  this  country.  The  most  primitive  one  is  shovelling 
directly  from  the  platform  into  the  tender,  which  method  is  very  slow,  unless  a  large  number 
of  men  are  emplo}'ed,  in  which  case  the  cost  runs  up  very  heavily  owing  to  unavoidable  loss 
of  time  of  the  men  between  coaling.  The  next  step  is  the  use  of  small  movable  iron  hand- 
carts or  buckets  on  wheels,  which  are  filled  conveniently  by  the  regular  help  stationed  on  the 
platform  from  the  storage-pile  on  the  rear  of  the  platform  and  dum[)ed  directly  into  the 
tender  of  a  locomotive  as  soon  as  it  stops  in  front  of  the  platform.  The  buckets  usually  hold 
from  a  half  to  one  ton  of  coal.  They  are  built  either  with  a  long  projecting  spout  or  chute 
at  the  front  end,  which  serves  as  an  apron  in  dumping  into  the  tender,  or  there  are  a  number 
of  stationary  aprons  arranged  along  the  face  of  the  platform,  which  are  lowered  over  the 
tender  and  serve  to  carry  and  guide  the  coal  dumped  from  the  buckets,  in  which  ca.se  the 
buckets  can  be  made  smaller  and  less  cumbersome.  This,  however,  requires  all  coal  to  be 
brought  to  certain  fixed  points  along  the  face  of  the  platform,  and  locomotives  have  to  stop 
according!)' ;  to  obviate  which  objection,  although  not  such  a  serious  one,  the  device  has  been 
adopted  of  providing  light  iron  hinged  aprons  sliding  lengthwise  on  an  iron  a.xle  or  rod 
along  the  combing  on  the  face  of  the  platform,  or  else  hung  from  staples  or  hooks  in  such  a 
way  as  to  be  easily  detached  and  transferred.  The  next  method  is  a  combination  of  the  fixed- 
apron  idea  with  a  pocket  or  chute,  consisting  of  a  series  of  fixed  tipping-boxes  along  the 
face  of  the  platform,  which  are  filled  with  coal  by  shovelling  either  directly  from  cars  on  a 
track  back  of  the  boxes  or  from  a  storage-pile  on  the  rear  of  the  platform.  In  the  first 
instance  there  is  only  one  handling  of  the  coal,  but  there  will  be  more  or  less  extra  shifting  of 
the  train  to  do,  and  detention  to  the  switching  engine  to  shift  the  cars  opposite  the  bo.xes.  In 
the  case  of  drawing  from  the  storage-pile  the  coal  would  have  to  be  shovelled  at  least  three 
times.  The  next  method  in  use  represents  the  attempt  to  improve  on  the  foregoing  method 
by  drawing  coal  from  the  storage-pile  in  the  rear  without  the  extra  handling  just  mentioned, 
antl  without  increasing  the  time  required  for  coaling  an  engine.  It  consists  of  having  special 
dump-cars  or  tipping-boxes  on  trolleys,  which  run  on  tracks  perpendicular  to  the  face  of  the 
platform  from  the  face  to  the  rear  of  the  platform.  The  cars  are  run  back  to  the  storage- 
pile,  loaded  there  by  shovelling  from  the  pile,  and  then  pushed  forward  to  the  face  of  the 
platform,  and  tipped.      In  some  designs  of  trolley-cars  the  tipping  is  done  automatically  at  the 


134  BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 

face  of  the  platform  by  the  impetus  of  the  car,  when  pushed  against  special  stops.  The  cars 
have  either  projecting  ends  which  serve  as  aprons,  or  they  discharge  into  fixed  iron  aprons 
attached  to  the  combing  of  the  face  of  the  platform,  or  they  run  out  from  the  face  of  the 
platform  on  a  projecting  track  far  enough  to  be  able  to  discharge  into  the  tender  through 
trap-doors  in  the  bottom  of  the  car,  which  projecting  track  is  hinged  and  counterweighted 
similarly  to  a  one-arm  lifting  drawbridge.  The  objections  to  this  method  of  only  having 
transverse  tracks  on  top  of  the  platform,  namely,  that  a  special  car  has  to  be  provided  for 
each  alley,  and  that  each  car  can  only  be  used  for  coal  in  its  own  alley,  has  caused  the  adoption 
of  the  method  with  transverse  tracks,  similar  to  the  ones  just  described,  connected  however  by 
a  track  running  lengthwise  or  parallel  with  the  face  of  the  platform.  Turntables  are  pro- 
vided at  the  intersection  of  the  longitudinal  connecting  track  with  the  transverse  tracks,  or 
the  longitudinal  track  is  sunk  into  a  pit  below  the  level  of  the  platform  and  serves  for  a  trans- 
fer-table to  work  on.  In  some  cases  this  transfer-table  is  utilized  as  a  scale  platform,  and  the 
coal  in  the  trolley-car  is  weighed  while  on  the  table.  The  style  of  dump-cars  and  the 
methods  of  discharging  at  the  face  of  the  platform  are  the  same  as  just  described  for  the 
method  with  transverse  tracks  only. 

Relative  to  the  cost  of  delivering  coal  from  the  platform  to  locomotives  with  regard  to  the 
methods  just  discussed,  it  is  difficult  to  give  detailed  figures,  as  the  data,  where  obtainable, 
cover  all  the  work  connected  with  the  coaling  station.  It  can  be  said  in  general,  however, 
that  in  shovelling  directly  to  the  tender  the  cost  of  delivery  is  not  only  the  cost  of  one 
handling,  but  there  is  considerable  lost  time  to  allow  for.  The  method  of  utilizing  small  hand- 
carts or  buckets  on  wheels,  while  requiring  from  5  to  15  minutes  to  coal  an  engine,  will 
prove  about  as  economical  as  any  of  the  more  elaborate  methods  described,  which  use  fixed 
tipping-boxes  or  dump  trolley-cars  with  a  narrow-gauge  track  system,  as  the  regular  help 
stationed  on  the  platform  will  be  kept  busy  all  the  time,  and  the  facility  \\\\.\\  which  any  part 
of  the  storage-pile  can  be  reached  and  the  coal  taken  to  any  part  of  the  face  of  the  platform 
is  not  to  be  underestimated.  The  apparent  extra  labor  required  to  push  a  number  of  small 
hand-carts  to  the  face  of  the  platform,  in  place  of  one  large  trolley  on  rails,  is  not  serious,  and 
when  the  small  buckets  are  ranged  in  line  along  the  face  of  the  platform,  the  attendants  dis- 
charge them  very  easily  and  rapidly  into  a  tender.  In  point  of  speed  in  coaling  an  engine  the 
method  with  fixed  tipping-boxes  filled  from  a  track  behind  the  boxes  is  equivalent  to  the 
best  elevated  chute  appliances,  and  it  requires  only  one  handling  of  the  coal,  but  the  extra 
cost  of  switching  should  be  considered,  besides  surplus  storage  with  this  method  being 
impracticable  or  very  expensive.  Relative  to  the  methods  with  dumps  on  trolleys  on  narrow- 
gauge  tracks,  the  speed  of  discharging  is  in  most  cases  equal  to  the  method  with  fixed  tipping- 
boxes,  but  so  far  as  the  cost  is  concerned  they  are  probably  not  materially  better  than  the 
method  with  small  movable  hand-carts  without  tracks. 

Comparing,  therefore,  the  different  methods  for  delivering  coal  to  locomotives  from  a 
platform,  it  can  be  said  that,  where  speed  of  coaling  is  an  object,  as  for  instance  along  a  main 
track,  the  methods  with  fixed  tipping-boxes  or  with  tipping  trolley-cars  are  the  best,  with  the 
preference  in  favor  of  the  latter  method  with  transverse  tracks  connected  by  a  longitudinal 
track,  hi  case  the  coaling  station  is  a  large  one  and  it  is  desired  to  offer  considerable  storage 
space.     Where  speed  of  coaling  is  not  so  essential,  as  for  instance  at  a  coaling  station  in  con- 


COALING   STATIONS  FOR   LOCOMOTIVES.  135 

ncction  witli  a  yard  or  eiigiiic-house  system,  tlie  small  movable  haiul-carts  will  give  a  cheap 
and  convenient  service,  and  with  less  first  cost  for  the  plant.  The  use  of  aprons  will  admit  of 
lighter  hand-carts,  in  which  case  fixed  revolving  aprons  at  intervals  along  the  face  of  the  platform 
will  answer  as  well  as  movable  aprons.  For  temporary  work  or  very  small  auxiliary  coaling 
stations  for  use  in  case  of  necessity,  or  for  coaling  an  engine  on  a  small  branch  where  the 
engine  crew  has  plenty  of  spare  time  between  runs,  the  method  of  shovelling  from  the  plat- 
form to  the  tender  is  admissible. 

Numerous  combinations  of  the  methods  discussed  above  for  delivering  coal  on  to  plat- 
forms and  for  delivering  it  from  the  platforms  to  locomotives  exist  in  practice,  the  selection 
in  each  particular  case  being  guided  by  the  local  conditions  and  requirements. 

Relative  to  the  total  unit  cost  of  storing  and  delivering  coal  to  locomotives  over  plat- 
forms, it  is  dependent  to  a  large  extent  on  tlie  daily  output  and  the  wages  paid  for  labor. 
The  Roadmasters'  Association  in  1885  adopted  a  report  on  "  Handling  Coal  for  Locomo- 
tives," in  which  it  is  stated  that  the  replies  received  to  a  large  number  of  letters  of  inquiry 
sent  out  indicated  that  the  maximum  price  for  handling  coal  over  platforms  of  different  con- 
structions was  30  cents  per  ton,  the  minimum  11  cents  per  ton,  with  an  average  of  19.4  cents 
per  ton.  In  the  report  on  "  Coal  Delivery  to  Locomotive  Tenders,"  adopted  by  the  Ameri- 
can Railway  Master  Mechanics'  Association,  in  1887,  it  is  stated  that  on  the  Burlington  & 
Lamoille  Railway  the  cost  of  shovelling  from  a  platform  at  level  of  footplate,  delivering  30 
tons  per  day,  including  measuring,  but  exclusive  of  delivery  of  the  coal  onto  the  platform, 
was  10  cents  per  ton  ;  while  on  a  Canadian  road  the  cost  of  shovelling  from  car  to  platform 
and  from  platform  to  tender  ran  up  as  high  as  34  cents  per  ton,  where  the  output  was  small 
and  the  coal  badly  frozen.  The  same  report  states  further,  that  on  the  Connecticut  River 
Railway  the  cost  of  delivering  45  tons  per  day  from  a  platform  with  trolley  dump-cars  was 
14  cents  per  ton,  and  on  the  New  York,  Chicago  &  St.  Louis  Railroad,  with  the  same  system, 
the  rate  was  eight  cents  per  ton  for  74  tons  daily  ;  on  the  Northern  Central  Railway  the  cost 
was  only  4.6  cents  per  ton  during  the  winter  months  for  a  daily  output  of  57^  tons,  delivering 
the  coal  on  to  the  platform  from  a  dumping  trestle  and  delivering  to  locomotives  by  tipping 
trolley  cars  running  on  transverse  tracks.  From  data  collected  by  the  author  the  cost  on  the 
Lehigh  Valley  Railroad  of  dumping  coal  from  a  dumping  trestle  on  a  platform  and  delivering 
it  by  means  of  small  handcarts  to  locomotives  is  about  5  to  10  cents  per  ton  at  the  coaling 
station  at  Lchighton,  Pa.  The  cost  on  the  same  railroad  for  shovelling  coal  from  cars  onto  a 
platform  at  Jersey  City,  N.  J.,  is  about  7  to  9  cents  per  ton,  and  the  total  cost  for  shovelling 
from  cars  to  the  platform  and  then  shovelling  from  the  platform  into  the  tender  is  about  13 
to  15  cents. 

4.  Chutes  at  high  elevations  offer  the  advantage  of  coaling  engines  rapidly.  They  are 
either  arranged  to  dump  sideways  into  tenders  on  a  coaling  track  running  along  the  face  of 
the  chutes,  or  to  dump  from  an  overhead  bridge  spanning  a  number  of  tracks.  The  latter 
system  has  to  be  used  where  it  is  desired  to  coal  engines  on  a  number  of  parallel  tracks,  as 
for  instance  the  main  tracks,  and  main  sidings  of  a  large  road,  while  the  former  system  is 
used  where  engines  can  coal  from  a  track  alongside  the  chutes. 

This  division   between  side  chutes    and   overhead  chutes  having  been   pointed   out,   the 


136  BUILDINGS   AND    STRUCTURES    OF  AMERICAN  RAILROADS. 

next  most  important  characteristic  is  the  method  adopted  for  elevating  the  coal  to  the  proper 
height  to  be  dumped  into  the  chutes  or  pockets.  One  method  is  to  convey  the  coal  from 
cars  or  storage-piles  on  the  ground  by  horse  and  cart  up  a  proper  ramp  to  the  pockets. 
Another  method,  and  the  one  most  generally  in  use,  is  to  have  a  long  inclined  approach  on 
trestling  or  on  high  ground  where  the  locality  permits  it.  Where  there  is  no  space  for  a  long 
inclined  approach,  a  stationary  engine  with  cable  rope  is  employed,  and  the  loaded  cars  are 
hauled  up  a  steep  incline  or  plane,  as  it  is  called.  Another  method  is  to  fill  small  cars  from  a 
low  dumping  trestle  and  then  to  haul  the  small  cars  up  an  inclined  plane  to  the  proper  eleva- 
tion to  allow  them  to  be  discharged  into  the  high  chutes.  Another  method  is  to  store  coal 
on  the  ground  in  bins  or  piles  and  fill  small  trolley-cars  by  hand  from  the  storage-piles  on  the 
ground  level,  and  then  hoist  the  cars  on  a  small  platform  elevator  to  the  upper  tier,  where 
they  are  discharged  into  the  chutes.  A  modification  of  this  latter  system,  that  is  feasible  and 
will  probably  be  introduced  in  the  near  future,  consists  of  increasing  the  size  of  the  platform 
elevator  and  hoisting  up  the  standard-gauge  loaded  cars  in  which  the  coal  arrives,  thus  avoid- 
ing one  handling  of  the  coal,  but  of  course  with  the  objection  of  having  to  furnish  a  very 
powerful  and  heavy  elevator.  Another  method,  applicable  where  there  is  no  space  for  a 
long  incline  or  the  other  methods  described  are  not  desired,  is  to  dump  the  coal  into  a  pit 
underneath  the  track  on  the  ground  level,  and  then  to  convey  it  by  a  continuous  bucket-belt 
elevator  or  a  trough-conveyor  to  the  upper  tier,  where  it  is  distributed  to  the  different  bins 
by  spouts,  or  by  small  tram-cars,  or  by  the  so-called  automatic  railroad  system,  or  by  a  hori- 
zontal belt  or  trough-conveyor. 

The  claim  that  in  the  vertical  bucket-belt  elevator  certain  kinds  of  coal  are  badly  ground 
to  pieces  and  crushed  in  the  pit  at  the  foot  of  the  elevator,  is  stated  to  be  overcome  by  a 
form  of  loose  swinging  buckets  (patented)  in  place  of  rigid  buckets  attached  to  the  belt,  and 
also  by  the  improved  patented  trough-conveying  system,  in  which  the  coal  is  dumped  into  a 
trough  in  a  pit  below  the  dumping  track  on  the  ground  level.  This  trough  has  a  continuous 
chain  running  through  it,  with  vertical  iron  disks,  called  scrapers,  attached  to  the  chain  at 
intervals.  The  chain  is  kept  in  motion  by  machinery,  and  each  scraper  pushes  the  contents 
of  the  trough  in  front  of  it  gently  forward  without  any  grinding  or  crushing  action.  The 
trough  as  soon  as  it  leaves  the  tracks  rises  gradually  to  the  desired  elevation,  whence  the 
coal  is  distributed  to  the  pockets  by  spouts,  or  by  a  second  longitudinal  conveyor,  or  by  tram- 
cars,  as  explained  above  for  the  bucket-elevator  system.  The  patent  trough-conveyor  system 
has  been  used  very  successfully  with  the  Dodge  storage-pile  system,  reducing  the  timber 
structure  connected  with  the  coal-pockets  to  a  minimum,  and  allowing  a  large  storage  capac- 
ity at  a  comparatively  small  first  expense. 

After  the  coal  has  been  hoisted  to  the  proper  elevation  for  discharging  into  the  chutes 
or  pockets,  the  following  variations  in  the  designs  in  use  can  be  noted  :  In  most  cases  the 
coal  is  dumped  from  the  elevated  track  on  to  a  platform  below  it  and  level  with  the  top  of 
the  pockets,  thus  giving  considerable  storage  space  under  the  track.  In  other  designs  there  is 
no  provision  made  for  storage  at  this  point,  and  the  coal  is  dumped  or  shovelled  directly  into  the 
pockets.  Then  there  are  designs  where  the  coal  is  dumped  intq  large  hopper-shaped  storage- 
bins,  which  are  trapped  off  at  the  lower  end,  allowing  coal  to  be  discharged,  as  required,  into 
regular  chutes  placed  below  the  bins  ;  this  system  requires  extra  height  for  the  supply-tracks. 


COALING    STATIONS   FOR   LOCOMOTIVES.  137 

but  it  avoids  all  shovelling  of  the  coal.  Wherever  the  coal  is  elevated  in  small  tiolle3--cars  it 
is  usually  discharged  directly  into  the  pockets.  A  peculiar  combination  of  the  high  chute 
and  low  platform  system  is  in  use  in  a  number  of  the  okler  and  in  some  more  recent  designs 
for  coal-chutes,  in  which  tiie  coal  is  first  discharged  from  a  high  trade  into  [lockets,  which  are 
trapped  off  at  the  lower  end,  so  as  to  regulate  the  feed.  Small  trolley-cars,  which  run  on 
tracks  on  a  platform  about  1 1  to  12  ft.  above  the  coaling  tracks,  are  placed  under  the  pockets, 
filled,  and  discharged  over  the  side  of  the  platform,  or  run  out  on  a  projecting  counterweighted 
platform,  the  same  as  described  above  in  connection  with  the  platform  system.  These  cars 
serve  also  for  the  purpose  of  measuring  or  weighing  the  coal. 

Where  the  coal  is  discharged  into  chutes  under  an  overhead  bridge,  it  is  customary 
either  to  bring  the  coal  up  from  the  ground  level  in  special  trolley-cars  which  run  out  on  the 
bridge  and  dump  into  the  chutes,  or  a  storage-pile  is  created  on  a  high  platform  adjoining  the 
overhead  bridge,  and  the  coal  is  transferred  from  the  storage-pile  to  the  chutes  under  the 
bridge  in  hand-carts,  or  in  trolley-cars  running  on  narrow-gauge  tracks,  or  in  buckets  sus- 
pended from  an  overhead  rail. 

The  height  of  the  elevated  dumping  track  above  the  ground  level  differs  according  to  the 
variations  in  the  design,  as  just  outlined.  In  the  case  of  dumping  from  an  elevated  track  on- 
to a  platform,  level  with  the  top  of  the  pockets  or  side  chutes,  the  height  of  the  dumping- 
track  is  from  25  to  33  ft.  above  the  ground.  Where  no  provision  is  made  for  storage  and  the 
coal  is  to  be  dumped  directly  into  the  pockets,  the  height  of  the  high  track  is  not  less  than 
22  ft.  above  the  ground,  and  where  the  coal  is  to  be  shovelled  off  the  cars  sideways  into  the 
pockets,  the  height  of  the  high  track  is  from  12  to  15  ft.  above  the  ground.  Where  the  coal 
is  dumped  from  an  elevated  track  above  a  storage  platform,  which  is  le\'el  with  an  overhead 
bridge  system,  the  height  of  the  high  track  is  from  28  to  32  ft.  above  the  grc^iind.  In  general, 
the  top  of  the  pockets  for  side  chutes  is  from  18  to  23  ft.  above  the  coaling  track,  and  the 
floor  of  an  overhead  bridge  is  usually  from  22  to  24  ft.  above  the  tracks  passing  under  it. 

The  height  to  which  the  coal  has  to  be  lifted  having  been  determined,  according  to  the 
system  selected  for  the  storage  and  delivery  of  the  coal  to  locomotives,  the  next  question  to 
settle  is  the  method  to  adopt  for  elevating  the  coal.  With  vertical  platform  elevators,  bucket- 
belt  elevators,  and  trough-conveyors,  the  yard  space  required  for  the  coaling  station  is  reduced 
to  a  minimum,  and  a  slight  additional  lift,  so  as  to  provide  better  facilities  or  storage  at  the 
upper  elevation,  can  be  easily  introduced  into  the  system.  Where  inclined  planes  are  used 
the  gradient  of  the  plane  ranges  from  18  to  22  ft.  rise  per  100  ft.  horizontal.  Inclined 
approaches  with  locomotive  gradients,  on  trestling  or  on  high  ground,  or  on  both,  for  reaching 
the  high  track  of  a  coal-chute  system  are  too  long  to  be  worked  with  a  partial  train  of 
empties,  as  done  on  low-grade  dumping  trestles,  and  the  momentum  of  a  train  acquired  by 
taking  a  "run"  is  not  sufficient  to  carry  the  train  up.  llencc  the  allowable  gradient  is 
limited  to  the  safe  grade  for  a  locomotive  to  run  on,  and  in  practice  the  gradient  on  a  high 
coal-chute  inclined  approach  has  been  limited  to  5  ft.  rise  per  100  ft.  horizontal.  Where 
possible,  the  gradient  should  not  exceed  4  ft.,  especially  in  northern  climates,  where  the  rails 
are  frequently  in  a  very  bad  condition  in  winter.  The  following  railroads  have  long  coal- 
chute  inclines  with  gradients  as  indicated,  namely  :  Richmond  &  Alleghany  Railroad  (Chesa- 
peake &  Ohio),  3.75  ft.;    Kichniond   &   Danville   Railroail,  3.6  ft.;    Northern  Central  Railroad, 


138  BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 

3.25  ft.,  Lehigli  Valley  Railroad,  at  Lehigliton,  Pa.,  4  ft,  and  at  Wilkcsbarrc,  Pa.,  5  ft.; 
Pennsylvania  Railroad  at  East  Tyrone,  Pa.,  5  ft.;  New  York,  Lake  Erie  &  Western  Railroad, 
4  ft.;  Wabash,  St.  Louis  &  Pacific  Railway,  3.75  ft.;  Northern  Pacific  Railroad,  3.5  ft.;  Atchi- 
son, Topeka  &  Santa  Fe  Railroad,  3.77  ft. 

The  detail  design  of  the  pockets  or  chutes  varies  according  to  whether  the  chutes  dump 
sideways  or  lead  down  from  an  overhead  bridge.  The  capacity  of  the  pockets  varies  from 
2  to  7  tons,  the  aim  being  usually  to  allow  the  entire  coal  supply  required  by  an  engine  to  be 
dumped  in  one  operation  into  the  tender.  Where  the  coal  is  not  weighed  or  measured  in 
hoppers  or  buckets  before  being  put  into  the  pockets,  it  is  customary  to  have  a  gauge  marked 
ofif  on  the  side  of  the  pocket  to  indicate  the  capacity  in  tons  at  different  levels.  The  pockets 
are  closed  by  a  hinged  flap-door  or  a  lifting-door,  and  there  is  a  hinged  counterweighted  apron 
in  front  of  the  door.  Some  doors  are  opened  and  shut  automatically  by  the  movement  of  the 
aprons,  while  in  other  designs  the  doors  are  entirely  independent  of  the  aprons.  The  apron 
is  sometimes  provided  with  a  screen  for  screening  the  coal.  The  so-called  Clifton  chutes  have 
been  designed  with  an  inside  division  or  intermediate  flap,  permitting  the  contents  of  a  large 
pocket  to  be  subdivided  and  a  smaller  amount  of  coal  delivered  to  the  tender  than  the  full 
chute  capacity,  but  this  feature  has  not  been  found  to  be  essential  in  actual  practice. 

The  angle  of  slope  of  the  chute  floor  and  of  the  apron  are  very  important  features,  and 
vary  according  to  whether  the  coal  to  be  discharged  is  soft  or  hard,  in  the  former  case  the 
angle  having  to  be  greater.  The  following  railroads  have  chutes  with  the  angles  of  inclina- 
tion from  the  horizontal  as  indicated,  namely :  Chicago,  Rock  Island  &  Pacific  Railway,  34 
deg.  (Clifton  chute);  Baltimore  &  Ohio  Railway,  pocket  55  deg.,  apron  37  deg.;  Michigan 
Central  Railroad,  33  deg.  (Kerr  chute) ;  Cincinnati,  New  Orleans  &  Texas  Pacific  Railway, 
45  deg.  (Kerr  chute) ;  Chicago,  Milwaukee  &  St.  Paul  Railway,  30  deg.  (Kerr  chute),  and  a 
more  recent  design  38  deg.;  Grand  Trunk  Railway,  36  deg.;  New  Orleans  &  North  Eastern 
Railroad,  pocket  and  apron,  45  deg.;  Richmond  &  Alleghany  Railroad,  pocket  40  deg.,  apron 
30  deg.;  Northern  Pacific  Railroad,  45  deg.;  Lehigh  Valley  Railroad  at  Wilkesbarre,  Pa.,  22^ 
deg.;  Atchison,  Topeka  &  Santa  Fe  Railroad  (Clifton  chute),  27I  deg.;  Wabash,  St.  Louis  & 
Pacific  Railway,  48  deg. 

Relative  to  the  cost  of  coaling  engines  over  a  high-chute  system  the  Roadmasters'  Asso- 
ciation report  of  1885,  on  "  Handling  Coal  for  Locomotives,"  stated  that  where  coal-chutes  are 
used  the  maximum  price  per  ton  is  9  cents,  the  minimum  4.5  cents  per  ton,  and  the  average 
7.4  cents  per  ton,  or  an  average  of  12  cents  per  ton  in  favor  of  chutes  as  compared  with  the 
average  cost  of  coaling  over  low-grade  platforms;  the  time  consumed  in  taking  coal  from 
high  chutes  is  one  minute  and  from  other  devices  twelve  minutes,  a  saving  in  time  of  eleven 
minutes  for  each  engine  coaled  in  favor  of  chutes;  and  where  3000  tons  of  coal  are  handled 
monthly  an  annual  saving  is  realized  of  nearly  $4500 — over  other  devices.  In  the  report  on 
"  Coal  Delivery  to  Locomotive  Tenders,"  adopted  by  the  American  Railway  Master  Mechanics' 
Association  in  1887,  it  is  stated  that  coal  is  delivered  to  locomotives  over  a  high  coal-chute 
system  with  long  approach  trestling  and  high  dumping  track  on  the  Baltimore  &  Ohio  Rail- 
road, with  a  daily  output  of  115  tons,  for4,\  cents  perton;  on  the  Michigan  Central  Railroad, 
with  a  similar  system  and  a  daily  output  of  175  tons,  the  cost  is  stated  to  be  7  cents  per  ton. 


COALING   STATIONS  FOR   LOCOMOTIVES.  139 

which  figure  is  increased  to  8^  cents  per  ton,  if  allowance  is  made  for  interest,  depreciation, 
renewals,  and  repairs  at  the  rate  of  20  per  cent  per  annum  of  $4000,  the  first  cost  of  the 
system  of  40  chutes;  on  the  Chicago  &  Eastern  Illinois  Railroad,  with  a  daily  delivery  of  230 
tons  over  a  high  coal-chute  system,  the  average  cost  is  stated  to  be  3.78  cents  per  ton,  which 
figure  is  increased  to  5  cents  per  ton,  if  allowance  is  made  for  interest,  etc.,  at  the  rate  of  20 
per  cent  per  annum  on  the  first  cost  of  $5031  for  the  plant;  on  the  Chicago,  New  Orleans 
&  Texas  Pacific  Railroad  the  cost  of  delivering  coal  over  a  high-cliute  system  with  drop- 
bottom  cars,  similar  to  the  Baltimore  &  Ohio  Railroad  chutes,  is  stated  to  be  6  cents  per  ton 
in  the  slackest  season  with  a  daily  output  of  only  18  tons,  while  in  the  busy  season  it  is  less, 
and  the  fixed  unit  to  add  to  the  above  rate,  if  the  chutes  were  worked  to  their  greatest  possible 
capacity  of  320  tons  per  day,  to  allow  for  interest,  etc.,  would  be  less  than  i  cent  per  ton. 

Comparing  in  a  summary  way  the  different  methods  used  for  high-chute  systems,  as  just 
discussed,  it  can  be  said  that  the  method  of  dumping  from  a  high  trestle  with  long  inclined 
approach  onto  a  platform  level  with  the  top  of  the  pockets  is  the  most  economical  method; 
it  gives  very  little  breakage  of  the  coal,  and  offers  considerable  storage  space,  and  the  fixed 
charge  per  ton  to  add  for  the  increased  first  cost  of  the  structure,  and  the  maintenance  of 
same,  is,  in  a  large  system,  small  as  compared  with  the  cost  of  handling  coal  by  more  expen- 
sive systems.  Where  the  coal  arrives  in  flat  cars,  and  a  large  storage  back  of  the  pockets  is 
not  considered  essential,  the  method  of  filling  pockets  from  a  track  on  the  rear,  by  shovelling 
directly  from  car  to  the  pockets,  deserves  the  preference,  as  the  structure  is  not  so  costly  as  in 
the  regular  high-chute  system,  and  the  length  of  the  inclined  approach  for  the  dumping  track 
is  much  less. 

Where  space  for  a  long  approach  is  not  available,  a  vertical  platform  hoist  or  inclined 
plane  for  small  trolley-cars,  or  an  inclined  plane  for  taking  up  the  loaded  road  cars,  is  used  to 
good  advantage.  The  vertical  lifting  of  the  loaded  road  cars  on  a  heavy  platform  hoist  has 
never  been  tried  to  the  author's  knowledge,  but  it  has  been  recommended  by  the  American 
Railway  Master  Mechanics'  Association,  in  the  report  previously  referred  to,  as  being  worthy 
of  a  trial  under  certain  conditions.  For  a  small  coaling  station,  with  limited  ground  space, 
the  use  of  a  vertical  bucket-belt  elevator  offers  such  decided  advantages  that  it  would  be 
desirable  to  see  this  system  used  more  frequently.  At  the  coaling  station  for  locomotives 
and  for  boilers  for  stationary  engines  in  the  yard  of  the  National  Docks  Railway  at  Jersey 
Cit\',  N.  J.,  a  bucket-belt  elevator  has  been  operated  at  a  less  cost  than  would  have  been 
required  for  a  high  coal-chute  system,  if  interest  on  the  first  cost  and  the  maintenance  of  ilu- 
structure  are  considered.  The  breakage  of  the  coal,  frequently  claimed  to  be  a  serious  defect 
of  any  bucket-belt  elevator  system,  has  not  been  found  to  be  a  detriment  at  this  point.  It 
should  be  stated,  however,  that  at  the  coal-cluite  in  question  steam  is  constantly  a\'ailal)le 
from  the  boilers  of  the  adjacent  boiler-house,  so  that  the  small  vertical  engine  foi-  running  the 
bucket-belt  elevator  is  operated  by  ordinary  labor.  The  use  of  the  trough-conveyor  system, 
Vv'ith  and  without  a  storage-pile  on  the  ground,  has  been  introduced  on  a  number  of  roads,  and 
is  deserving  of  more  attention,  as  a  most  economical  and  practical  .system  wherever  ground 
is  valuable,  or  the  space  for  a  long  coal-chute  approach  is  not  available.  The  application  of 
the  elevator  or  of  the  trough-convc)-ing  system  for  lifting  the  coal  from  the  ground   to   over- 


140  BUILDINGS  AND    STRUCTURES   OF  AMERICAN   RAILROADS. 

head  bridges,  for  coaling  engines  on  the  main  tracks  of  a  road,  is  one  of  the  most  valuable  and 
recent  improvements  adopted  for  suppl}'ing  coal  for  locomotives,  as  it  is  very  economical  in 
operation,  provided  the  daily  output  is  suf^cient  to  warrant  the  erection  of  some  kind  of  a 
coaling  station,  and,  in  addition,  the  valuable  land  or  limited  space  alongside  the  main  tracks 
of  a  road  will  not  be  blocked  by  a  long  inclined  trestle  and  coal-storage  platform. 

5.  Under  the  heading  of  Special  Systems,  opportunity  will  be  taken  to  review,  briefly,  a 
number  of  schemes,  mostly  patented,  which  offer  individual  characteristics,  and  cannot  be 
brought  readily  under  the  classifications  adopted  above.  Collin's  Locomotive  Hoist,  which 
has  been  extensively  adopted  b\-  the  Pennsylvania  Railroad,  utilizes  the  tractive  force  of  the 
locomotive  to  draw  its  own  coal  supply  in  road  cars  up  to  such  a  height  that  the  coal  can  be 
delivered  over  a  chute  into  its  tender.  The  Dodge  Coaling  System  consists  of  an  inclined 
plane  up  which  the  loaded  road  car  is  hauled  by  a  cable  to  the  top  of  a  coaling  shed,  where 
the  coal  is  dumped  and  conveyed  by  horizontal  belt-convejors  to  whatever  pocket  it  is  desired 
to  fill.  Dockstadcr's  System  of  a  '"side-dump  coal-car  and  oscillating  apron  "  is  designed  to 
deliver  coal  directly  from  the  road  car  to  tenders  without  the  use  of  shovelling,  at  a  minimum 
of  expense  and  breakage,  the  car  being  run  on  a  low  trestling,  along  the  coaling  track,  and 
then  tipped  sideways;  the  objection  to  this  system  lies  in  the  fact  that  special  cars  have  to  be 
used  to  bring  the  coal  from  the  mines,  and  that  they  will  have  to  run  back  light  in  most  cases. 
IVIention  has  been  previously  made  of  the  trough-conveying  system,  and  of  the  bucket-ele- 
vator system  with  stationary  or  swinging  buckets. 

In  case  coal  is  delivered  to  a  coaling  station  by  water,  in  barges  or  canal-boats,  the  best 
method  for  transferring  the  coal  to  the  coal-chutes  or  pockets  consists  of  the  tipping-bucket 
.system,  in  which  the  buckets  are  loaded  in  the  hold  by  shovelling,  hoisted  by  horse  or  steam 
power,  and  tipped  at  the  proper  point  b\-  a  suitable  attachment,  so  as  to  discharge  into  a 
pocket  or  storage-pile.  Where  the  coaling  station  is  not  located  immediately  alongside  of 
the  water  front,  the  use  of  the  Hunt  Automatic  Railway  is  clearly  indicated.  In  this  system 
the  buckets  are  hoisted  out  of  the  hold  of  the  vessel,  and  tipped  at  the  proper  height  into  a 
large  hopper,  from  which  tram-cars  are  filled  which  convey  the  coal  to  the  pockets  or  storage- 
piles  located  some  distance  inland.  The  principal  feature  of  this  design  is  that  the  loaded 
car  travels  to  the  dumping  point  by  gravity,  while  the  empty  car  is  brought  back  to  the 
hopper  by  the  impetus  given  to  the  empty  car  by  a  heavy  counterweight  attached  to  the  car 
by  a  cable,  the  counterweight  being  brought  into  play  as  soon  as  the  car  has  discharged  its 
load.  Where  the  coal  supply  by  water  is  large  enough  to  warrant  it,  a  vertical  bucket-elevator 
attached  to  a  movable  leg  is  used  ;  the  leg  is  lowered  into  the  hold  of  the  vessel,  and  the  coal 
is  elevated  and  transferred  backward  to  the  pockets  or  storage-piles. 

Conclusions. — The  five  groups  or  systems,  previously  outlined,  for  supplying  coal  to  loco- 
motives having  been  considered  in  detail,  the  following  remarks  and  conclusions,  embracing 
the  entire  subject,  will  be  of  interest. 

The  Roadmasters'  Association  in  the  report  adopted  in  18S5,  quoted  above,  showed  con- 
clusively that  the  high  coal-chute  system  was  to  be  preferred  in  point  of  speed  of  coaling  and 
of  economy  over  all  other  known  devices  for  coaling  locomotives. 

The  American   Railway  Master   IVIcchanics'  Association    in   the  report   adopted    in    1887, 


COALING    STATIONS   FOR    f.OCOAfOTf FKS.  [41 

quoted  above,  offers  the  following  conclusions  on  the  question  of  the  different  methods  for 
coaling  locomotive?: 

"To  sumniari/.e,  it  niaj'  be  said  that  with  regular  coal  supply  from  mine  in  drop-bottom 
cars,  the  cheapest  and  most  rapid  delivery  is  by  using  high  central  trestle,  from  which  the 
coal  is  allowed  to  gravitate  into  dimeiisionetl  chutes,  autl  from  the  chutes  gravitates  into 
tender. 

"  When  sufficient  land  cannot  readily  be  obtained  for  the  long  ramp  (grade)  this  system 
requires,  the  economy  in  labor  and  slight  injury  to  fuel  is  so  marked  under  this  system  as  to 
suggest  the  advisability  of  lifting  the  loaded  mine  cars,  vertically  (by  siMiie  form  of  power 
elevator)  up  to  the  level  of  track  on  top  of  the  high  trestle. 

"  For  a  compromise  .system,  where  the  daily  fuel  issues  are  sometimes  taken  from  cars 
and  sometimes  from  store  heap,  either  the  tipping  pocket  on  truck  or  chute  filled  by  horse 
and  cart  may  be  used,  or,  if  the  amount  to  be  stored  and  lifted  from  heap  be  not  large,  an 
overhead  girder  crane  will  do.  If  a  Goliath  crane  be  used,  the  storage  is  practically  limited 
only  by  the  land  obtainable. 

"  For  leisurely  delivering  comparatively  small  amounts,  the  platform,  or,  better  still, 
direct  shovelling  from  car  to  tender,  is  as  cheap  as  anj-  manual  labor  system  known  ;  and  if  it  is 
desired  to  lessen  the  time  actuall)'  occupied  in  delivering  to  tender,  a  hand  crane  and  buckets 
on  the  platform  will  do  so  with  but  little  outlay  and  but  slight  increase  in  cost  over  direct 
shovelling  ;  in  fact,  if  the  use  of  buckets  insures  the  men  being  steadily  kept  at  work,  the  cost 
per  ton  may  by  use  of  crane  be  lessened." 

The  opinions  and  conclusions  embodied  in  the  reports  of  the  Roadmasters'  Association 
and  of  the  American  Railway  Master  Mechanics' Association,  quoted  above,  can  be  considered 
as  applicable  to  the  conditions  existing  today.  There  is,  however,  one  atlditional  feature  to 
call  attention  to,  namely,  the  lifting  and  transferring  of  coal  by  elevators  or  conveyors  has, 
within  recent  years,  been  adopted  under  certain  conditions  with  such  good  results  by  a  num- 
ber of  railroads  that  any  remarks  on  the  subject  under  discussion  would  not  be  complete 
without  calling  attention  to  the  valuable  improvements  in  this  class  of  coal-handling  machiner)-, 
which  have  been  brought  prominently  to  the  front  since  the  reports  of  the  associations  men- 
tioned above  were  adopted. 

The  following  plans  and  descriptions  of  coaling  stations  for  locomotives,  as  actually  in  use 
in  this  country,  will  prove  interesting  in  connection  with  the  above  general  remarks  on  the 
subject : 

Derrick  Coal-shed,  Wisconsin  Central  Railroad. — The  design  for  a  coal-shed  on  the  Wisconsin 
Central,  shown  in  Figs.  267  and  268,  is  a  coal-storage  shed  built  on  the  stationary  crane-and-bucket 
.system  for  supplying  locomotives.  The  shed  is  20  ft.  wide  by  any  length  desired,  150  ft.  being 
the  usual  length.  Coal  is  shovelled  from  cars  into  the  shed  through  the  side  of  the  building,  which 
is  left  open  for  that  purpose  from  ihe  eaves  down  to  a  point  7  ft.  from  tlie  ground.  A  narrow-gauge 
track  runs  along  one  .side  of  this  shed,  on  which  small  tipping-lnicket  cars  run.  These  buckets  are 
filled  by  hand  from  the  storage-pile  in  the  shed,  and  are  run  to  one  end  of  the  shed,  where  there  is  a 
raised  platform  and  a  swinging-jib  crane,  by  which  ihe  buckets  are  hauled  up  and  set  on  the  platform. 
When  an  engine  stops  for  coaling,  the  buckets  are  picked  up  by  the  crane,  swung  over  the  tender, 
and  discharged. 

The   height   of  the   shed   is  12  ft.  from  sill   to    plate,  and    the   bents  are  spaced  6  ft.  apart.     The 


142 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


principal  timbers  used  are:  posts,  6  in.  X  8  in.;  tie-beams,  8  in.  X  8  in.;  main  sills,  8  in.  X  10  in., 
running  lengthwise  of  building,  spaced  6  ft.  apart,  and  resting  on  cedar  posts  spaced  6  ft.  apart  under 


>»•  II    i    1-a.  I    \    I 

Fig.  267.— Front  Elevation. 


rnrmf 

Fig.  268. — Cross-section. 


each  sill;  floor-beams  at  bents,  6  in.  X  10  in.;  intermediate  floor-beams,  3  in.  X  10  in.;  intermediate 
studs,  3  in.  X  8  in.;  plates,  3  pieces,  2  in.  X  8  in.;  rafters,  2  in.  X  8  in.,  spaced  3  ft.;  purlins,  2  in.  X  8 
in.,  laid  flat;  roof-boards,  i  in.,  with  i-in.  X  3-in.  battens;  inside  sheathing,  2-in.  boards,  for  7  ft.  up 
from  the  ground;  outside  sheathing,  i-in.  vertical  boards,  with  liattens. 

Derrick  Coal-house,  Northern  Pacific  Railroad. — The  Northern  Pacific  Railroad  has  a  standard 
derrick  coal-house,  shown  in  Figs.  269  to  272,  designed  by  Mr.  C.  B.  Talbot,  that  is  an  excellent 
example  of  a  first-class  plan  for  the  stationary  crane-and-bucket  system  of  coaling  engines.     The  plan 


Fig.  269. — Front  Elevation. 


Fig.  270.— Cross-section. 


consists  of  a  low  shed,  18  ft.  wide  and  250  ft.  long,  with  a  derrick-house,  18  ft.  X  28  ft.,  at  the  centre. 
Along  the  face  of  the  shed  is  the  coaling  track,  on  which  engines  stand  opposite  the  derrick-house 
when  receiving  coal,  while  on  the  rear  of  the  shed  is  an  elevated  coal-supply  track,  raised  6  ft.  from 
the  ground,  to  facilitate  shovelling  coal  from  cars  into  the  house.  This  raised  track  lias  an  inclined 
trestle  approach  on  a  grade  of  3.5  ft.  rise  per  100  ft.  There  is  a  narrow-gauge  track  along  one  side 
of  the  shed  on  which  tipping-bucket  cars  run.  These  are  filled  from  the  storage-pile,  pushed  to  the 
derrick-house,  raised  there  by  the  derrick  through  trap-doors  to  the  upper  floor,  and  placed  around 
the  derrick  till  needed,  when  they  are  swung  out  over  the  tenders  and  discharged. 

The  height  of  the  shed  is  10  ft.  9  in.  in  the  clear  from  floor  to  tie-beam  ;  tlie  principal  timbers 
in  the  shed  are  sills,  8  in.  X  10  in.;  posts,  6  in.  X  8  in.,  spaced  6  ft.  apart;  tie-beams,  2  pieces,  3  in. 
X  10  in.;  rafters,  2  pieces,  3  in.  X  12  in.,  spaced  6  ft.  apart;  purlins,  3  in.  X  8  in.,  spaced  18  in.,  and 
spanning  6  ft.;  roofing  3-ply  roofing-paper,  pitch  and  gravel,  on  two  layers  of  i -in.  boards;  inside 
sheathing  of  shed,  3-in.  plank;  floor-joists,  4  in.  X  6  in.,  spaced    2  ft.,  and  sjianning    18  feet.     The 


COALIXG   STATIOXS  FOR   LOCOMOTIVES.  143 

derrick-house  is  partially  open  towards  the  track,  and  the  derrick  is  built  and  set,  as  shown  on  plans. 
The  principal  timbers  in  the  derrick-house  are  sills,  8  in.  X  10  in.;  posts,  10  in.  X  10  in.;  tie-beams, 
8  in.  X  10  in.;  rafters,  8  in.  X  10  in.;  purlins,  3  in.  X  10  in.;  roofing  same  as  shed;  outside  sheathing, 
"  V  "  Rustic. 

This  design   allows   of  the  use  of  either  one   shed  only  on  one  side  of   the  supply  track,  or  of 
sheds  placed  on  both  sides  of  same,  with  an  additional  coaling  track  on  the  rear. 


Fig.  271. — Ground-plan. 


atJB 


S33' 


t 


gr>el 


Fig.  272.— General-plan. 


Stationary  Crane-and-Buckct  System,  Des  Moines  Ss'  Fort  Dodge  Jiaiiway.— The  Master  Mechanics' 
Association's  report,  quoted  above,  states  that  on  the  Des  Moines  &  Fort  Dodge  Railway  two 
men  handle  25  tons  per  day  with  one-half  ton  buckets  and  a  stationary  swing-jib  crane,  at  a  cost  of 
15  cents  per  ton.  Each  man,  therefore,  shovels  into  the  buckets,  and  then  lifts  by  crane  and  dis- 
charges into  the  tender  i2i  tons  per  day,  the  daily  wages  being  $1.87^. 

Stationary  Crane-and-Buckct  System,  New  York,  Chicago  &=  St.  Louis  Raii7oay. — The  Master 
Mechanics'  Association's  report,  quoted  above,  states  that  on  the  New  York,  Chicago  &  St.  Louis 
Railway  the  results  from  two  different  coaling  stations  using  the  stationary  crane-and-bucket  system 
show  the  cost  to  be  7^  cents  per  ton,  the  rate  of  pay  being  i2i  cents  per  hour,  and  the  rate  of  delivery 
55  tons  per  day,  one  man  shovelling  and  then  lifting  by  crane  18  tons  as  a  day's  work. 

Travelling  Crane  for  Coaling-engines  at  Columbus,  O.,  Pittsburg,  Cincinnati  ■^  St.  Louis  Faihcay. — 
On  the  Pittsburg,  Cincinnati  &  St.  Louis  Railway  a  travelling-crane  or  traversing  crab-crane  for  coaling 
engines  lias  been  introduced  at  Columbus,  O.,  by  Mr.  E.  B.  Wall,  which  was  illustrated  and  described 
in  the  Railroad  Gazette  of  .\pril  i,  18S7.  It  comprises  a  self-contained  steam  crab-crane,  on  a  trolley 
having  longitudinal  movement  over  the  whole  length  uf  an  overhead  travelling  girder  si)anning  three 


144  BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 

parallel  coaling  tracks,  the  girder  having  motion  on  rails  carried  on  trestles  25  or  30  ft.  high,  one  on 
each  side  of  the  coaling  tracks.  The  coal  shipped  from  the  mine  in  ordinary  cars  is  shovelled  into 
2j-ton  iron  buckets  at  ground  lev^l,  and  the  crane  lifts  one  of  the  filled  buckets  and  moves  it  over  the 
tender,  when  the  latch  securing  the  hinged  bottom  is  released,  and  the  contained  fuel  falls  into  the 
tender. 

Relative  to  this  system  the  Master  Mechanics'  Association's  Report,  mentioned  above,  quotes  Mr. 
Wall  as  follows  : 

"  I  do  not  think  that  this  form  of  coal  wharf  is  the  best  for  all  purposes.  Coal  can  be  loaded 
more  cheaply  where  drop-bottom  cars  are  used  and  the  wharf  arranged  accordingly.  At  Columbus, 
however,  we  receive  our  coal  in  straight-bottom  gondolas,  box  and  stock  cars.  At  certain  periods  of 
the  year  we  have  to  carry  a  supply  of  coal  on  the  wharf;  at  other  periods  the  coal  can  be  loaded 
direct  from  the  cars  into  the  buckets.  In  designing  our  wharf  we  had  to  consider  these  conditions. 
When  the  capacity  of  this  wharf  is  taken  into  consideration  with  its  first  cost,  I  consider  it  a  very 
satisfactory  solution  of  the  problem.  The  cost  of  the  maintenance  of  the  structure  is  very  light,  and 
it  can  easily  be  renewed  at  any  time  without  interfering  with  the  operation  of  the  wharf. 

"  The  large  timber  constructions  in  general  use  are  very  expensive  to  maintain;  they  have  to  be 
renewed  every  six  or  seven  years,  and  while  with  the  drop-bottom  cars  they  can  be  made  to  handle 
coal  more  cheaply  per  ton  than  the  crane  arrangement,  nevertheless,  when  all  items  are  taken  into 
account,  I  think  that  the  showing  would  be  about  even." 

The  capacity  and  cost  of  operation  at  Columbus  is  stated  as  follows  : 

Capacity  of  bucket,  in  pounds 5>°°° 

Average  weight  delivered,  per  engine,  in  pounds 7,000 

Probable  maximum  capacity  with  fifty  buckets  and  trestle  at  present  length  : 

Maximum  number  of  buckets  dumped  per  hour  (tested) 20 

Actual  working  hours  (handling  buckets) 21 

Maximum  number  of  buckets  per  month 12,600 

Maximum  number  of  tons  per  month 3i>5°° 

Allowing  each  bucket  full  of  coal,  also  a  loss  of  twenty  minutes  in  time  for  each  fifty 
buckets  handled  for  the  purpose  of  supplying  crane  boiler  with  fuel,  water,  etc.,  which 
equals  about  three  hours  in  twenty-four.     Then  : 

Present  delivery  in  tons  per  month 9,120 

Present  delivery  in  buckets  per  month S>i42 

Cost  of  plant $7,700.00 

Wages  of  (2)  engineers  per  month,  at  eighteen  cents  per  hour 129.60 

Wages  of  (12)  coal-heavers  per  month,  at  twelve  cents  per  hour 5i8-4o 

Wages  of  (2)  men  dumping  and  signaling  to  craneman,  per  month,  at  twelve  cents  per  hour. 
(These  men  are  regular  coal-heavers,  and  only  do  the  work  of  signaling  when  the  fore- 
man is  busy  checking  up  the  time   or  taking  numbers  of  cars.     One  is  employed  at 

night  and  one  in  the  day-time) 86.40 

Foreman  of  wharf  (i)  per  month,  at  thirteen  cents  per  hour 46.80 

Fuel,  oil,  waste,  water,  etc.,  per  month 12.50 

Repairs  to  apparatus,  per  month 5°° 

Interest  on  investment,  per  month,  at  6  per  cent  per  annum 38-5° 

Total  operating  expenses,  per  month .  $837.20 

Cost  of  coaling,  per  ton,  in  cents • 9- ' 

Cost  of  coaling,  per  engine,  in  cents \  ..  ....  j^-SS 

Not  taking  interest  on  plant  into  consideration,  per  ton,  in  cents    8.7 

Probable  cost  jjer  ton,  at  maximum  capacity,  in  cents 6.8 

Average  length  of  time  for  coaling  an  engine o  min. 


COALING   STATIONS  FOR   LOCOMOTIVES.  145 

The  report  mentionccl  states  further:  "It  is  possible  tliat  Mr.  Wall's  original  plan  miglit  be 
improved  by  the  use  of  a 'Gantry  or  Goliath  Crane,' as  used  in  Europe,  described  and  illustrated 
in  Mr.  G.  J.  Apjileby's  paper  on  cranes,  read  before  the  American  Society  of  Civil  Engineers, 
October  17,  1SS3.  (See  Proceedings,  p.  374.)  This  dispenses  with  the  trestle,  as  the  whole  crane 
with  its  long  vertical  legs  traverses  on  tracks  at  ground  level.  The  first  cost  of  the  crane  would  be 
increased,  and  there  would  be  an  increase  in  the  power  recjuired  to  move  it,  but  the  system  and 
storage  could  at  a  few  hours' notice  be  indefinitely  extended  at  the  slight  cost  of  increasing  the  lengtli 
of  the  tracks." 

For  additional  data  see  the  report  of  the  Master  Mechanics'  Association  mentioned,  tlie  issue  of 
the  Railroad  Gazette  of  April  i,  1887,  and  the  issue  of  Engineering  N'ezvs  of  September  24,  1887. 

Coaling  Platform  at  Jersey  City,  N.  /.,  Lehigh  Valley  Railroad. — The  coaling  platform  of  the 
Lehigh  Valley  Railroad  at  Jersey  City,  N.  J.,  shown  in  Fig.  273,  will  serve  as  an  example  of  a  small 
temporary  and  cheap  coaling  ])latform,  the  coal  being  delivered  to  the 
platform  by  shovelling  from  cars  on  the  coaling  track  at  tlie  face  of  the 
])latform,  and  delivery  to  tenders  being  made  by  shovelling  directly  from 
the  platform  into  the  tenders.  The  jilatform  at  Jersey  City  is  16  ft.  wide 
and  go  ft.  long,  and  will  hold  about  225  tons  of  coal.  The  floor  is  placed 
6  ft.  X  in.  above  the  coaling  track,  and  the  face  is  placed  6  ft.  6  in.  in  the  273.— Cross- 

'^  .  SECTION. 

clear  from  the  centre  of  the  coaling  track.     The  cost  of  shovelling  coal 

from  the  cars  to  the  platform,  with  a  daily  output  of  about  forty-five  tons,  is  about  seven  to  nine  cents 
per  ton,  the  rate  i)aid  for  labor  being  twelve  cents  ])er  hour.  Tiie  coal  is  loaded  into  the  tender  by  the 
engine  crews  between  runs,  and  does  not  therefore  appear  as  a  separate  charge,  but  costs  presumably 
slightly  less  than  unloading  from  cars,  so  that  the  total  cost  of  unloading  to  [jlatform  and  then  load- 
ing tender  will  be  from  thirteen  to  fifteen  cents  per  ton. 

The  principal  timbers  used  are  as  follows  :  bents  perjjendicular  to  coaling  track  are  spaced  9  ft. 
centres;  sills,  12  in.  X  12  in.;  posts,  12  in.  X  12  in.;  caps,  parallel  with  track,  12  in.  X  12  in.;  floor- 
plank,  3  in.;  brace-plank,  3  in.  X  10  in. 

Coaling  Platform  at  Lehighton,  Pa.,  Lehigh  Vallev  Railroad. — The  coaling  platform  of  the  Lehigh 
Valley  Railroad  at  Lehighton,  Pa.,  shown  in  Figs.  274  and  275,  designed  and  built  by  the  author,  illus- 
trates the  system  of  delivering  coal  to  engines  from  a  platform  by  means  of  movable  hand  trucks  or 
barrows  over  fixed  revolving  aprons  along  the  face  of  the  platform,  the  coal  supply  being  dumped  on 
the  rear  of  tiie  platform  from  a  low  dumping  trestle.  The  approach  to  the  dumping  track  is  on  an 
embankment  on  a  gradient  of  4  ft.  rise  in  100  ft.  horizontal.  The  platform,  50  ft.  wide  by  275  ft. 
long,  is  located  along  a  hillside,  and  is  mainly  in  original  ground.  'I'he  face  of  the  jjlatform  consists 
of  a  stone  wall,  \aried  in  its  dimensions  according  to  the  amount  of  new  filling  back  of  it.  The  wall 
is  coped  with  stone  coping,  34  in.  wide  by  12  in.  thick,  with  an  8-in.  X  14  in.  oak  combing-stick  an- 
chored to  the  masonry. 

Along  the  face  of  the  combing,  at  distances  of  about  60  ft.,  light  timber  gallows  frames  are  erected 
with  a  chain  drum  operated  by  hand  for  raising  and  lowering  aprons  hinged  to  the  timber  combing. 
Tiie  floor  of  the  platform  consists  of  stone  flagging.  The  centre  of  the  dumping  trestle  is  placed  30  ft. 
back  from  the  face  of  the  platform.  The  top  of  the  floor  of  the  platform  is  11  ft.  above  the  top  of 
the  rail  of  the  coaling  track;  the  top  of  the  rail  on  the  dumping  trestle  is  8  ft.  above  the  floor  of  the 
platform.  The  face  of  the  front  wall  at  the  height  of  the  coaling  track  is  placed  6  ft.  i  in.  from  the 
centre  of  the  coaling  track.  The  face  of  the  wall  has  4-in.  batter.  The  face  of  the  timber  comb- 
ing is  6  ft.  from  the  centre  of  the  coaling  track. 

The  bents  of  the  dumping  trestle  are  spaced  12  ft.  centres,  and  the  principal  timbers  used  are  as 
follows  :  sills,  10  in.  X  15  in.;  posts,  12  in.  X  12  in.,  i  in  8  batter;  caps,  10  in.  X  15  in.  X  12  ft.; 
track-stringers,  one  piece,  1 2  in.  X  15  in.,  under  each  rail;  3-in.  stay-plank  on  lop  of  caps  to  hold  string- 
ers in  place  and  prevent  wear  of  caps  in  dumping  coal;  gang-plank  on  each  side  of  trestle,  2  in.  X 
12  in.      No  ties  are  used,  the  rails  being  sjjiked  to  the  stringers. 

The  force  employed  at  this  coaling  station  consists  in  general  (jf  fwc  men  during  the  day  and 
three  men  at  night.     The  rate  of  wages  is  twelve  cents   per  hour.     There    are   from   one  hundred  to 


146 


BUILDINGS   ANH   SI'RUCrU RES   OF  AMERICAN    RAILROADS. 


one  luuidicd  and  iwcnty  tiigines  coaled  every  twenty-four  hours,  each  engine  taking  from  two  to 
seven  tons  of  coal.  The  barrows  hold  one  ton,  so  that  the  number  of  barrows  to  dump  is  small. 
When  rushed,  seven  tons  of  coal  are  dumped  in  six  minutes,  including  lowering  and  raising  the  apron. 
According  to  the  assumed  daily  output,  the  cost  of  delivery  to  tenders  from  the  platform  will  be  from 
two  and  one  half  to  five  cents  per  ton,  to  which  must  be  added  the  cost  of  dumping  from  the  trestle 
track  into  stock,  and  an  extra  allowance  for  interest  on  first  cost  and  for  the  expense  of  maintenance, 
which  latter  item,  however,  is  small,  owing  to  the  substantial  character  of  the  structure.  On  the  basis 
of  above  data  the  cost  would  probably  fluctuate  from  five  to  ten  cents  per  ton. 


r  [a  cr^  is 


To  Era  "'^"KTtTUji  a  1^  tfiEfes  l_!'  CJ"  s::/  ^z}  Kji  ilj"C5''W  uj't 
Fig.  274. — Front  Elevation. 


>i)iiHiiwW<'glMwi|i.iWi^»a|Wuk».Hi;il 


/" 


,y 


Fig.  275.— Cross-section. 


Coaling  Platform  at  South  Easton,  I'a.,  Lehigh  Valley  Railroad.— "^h^  coaling  platform  of  the 
Lehigh  Valley  Railroad  at  South  Easton,  Pa.,  consists  of  a  shedded  platform  with  a  dumping  trestle 
on  the  rear.  Owing  to  limited  yard  space  the  height  qf  the  dumping  trestle  is  only  14  ft.  6  in.  above 
the  coaling  track  at  the  face  of  the  platform.  The  approach  trestle  incline  is  only  198  ft.  long,  giving 
an  8  ft.  in  100  ft.  maximum  gradient.  The  platform  floor  is  placed  about  8  ft.  above  the  coaling 
track.  The  coal  is  discharged  to  tenders  througli  hand-barrows  with  long  i^rojecting  ends,  as  no  aprons 
are  used  along  the  face  of  the  platform.  'I'he  incline  is  operated  with  a  number  of  empties  between 
the  engine  and  the  loaded  cars. 

Coaling  Platform,  Chicago  c^■  Grand  Trunk  Raihvay.—-Y\\^  coaling  platform  of  the  Chicago  & 
Grand  Trunk  Railway,  published  in  the  Rei-ort  of  the  Master  Mechanics'  Association,  quoted  above, 
republished  in  Engineering  News  of  September  24,  1887,  illustrates  the  system  of  locating  fixed  tip- 
ping dump-cars  or  pockets  along  the  face  of  the  platform,  the  coal  being  shovelled  into  the  pockets 
from  cars  on  a  track  immediateW  back  of  the  pockets.  This  system  gives  as  quick  dispatch  in  coal- 
ing engines  as  a  high-chute  system.  Where  quick  delivery  is  required  and  space  for  a  long  incline  is 
not  available,  this  style  of  coaling  platform  oft"ers  advantages.  The  cost  of  delivering  coal  to  the 
pockets,  however,  especially  if  train  service  is  considered,  is  quite  an  item,  and  storage  of  coal  is  not 
practicable. 


COALING   STATIONS  FOR   LOCOMOTIVES. 


147 


Fig.  276. — Cross-section. 


Coaling  Platform,  St.  Louis,  Iron  Mountain  i5r»  Southern  Railway. — The  coaling-platform  design  of 
the  St.  Louis,  Iron  Mountain  &  Southern  Railway,  shown  in  tig.  276,  consists  of  a  platform,  12  ft.  4in. 
above  the  top  of  rail,  with  a  supply-track  at  the 
centre  of  the  platform,  level  with  the  floor.  The 
coal  is  shovelled  from  the  road  cars  on  this  supply- 
track,  either  to  the  rear  of  the  platform  into  store, 
or  toward  the  face  of  the  platform  for  immediate 
use.  There  are  narrow-gauge  tracks  running  j)er- 
pendicularly  to  the  face  of  the  platform,  on  which 
large  wooden  tipping  coal-buggies  run.  The  face 
of  the  buggy  consists  of  an  iron  flap,  whicli,  when 
the  buggy  is  tipped,  serves  as  an  apron.  The  tip- 
ping of  the  buggy  is  facilitated  by  having  a  gallows 
frame  at  the  face  of  the  platform,  with  the  necessary  chains,  shafts,  pulleys,  etc.  In  the  standard 
design  the  platform  is  60  ft.  wide,  and  160  ft.  long;  the  narrow-gauge  tracks  are  spaced  from  20  to 
28  ft.  ajjart,  and  the  approach  incline  is  329  ft.  long  on  a  grade  of  3.75  ft.  in  100  ft.  A  light  shed 
roof  is  built  over  the  platform,  so  as  to  protect  the  coal  from  the  weather. 

In  the  coaling  platform  of  the  same  road  at  De  Soto,  Mo.,  the  platform  is  narrower,  and  it  has  no 
shed  over  it.  There  is  no  storage  space  provided  on  the  rear  of  the  platform.  Tiie  coal-supply  track 
runs  immediately  on  the  rear  of  the  platform,  and  is  sunk  IjcIow  the  level  of  the  platform,  so  that  the 
floor  of  the  car  is  about  level  with  the  floor  of  the  platform.  This  design  has  the  advantage  that  the 
approach  incline  is  much  shorter,  but  has  the  disadvantage  that  the  storage  capacity  of  the  platform 
is  limited. 

Coaling  Platform  with  Tipping  Trolley  Dump-car,  Connecticut  River  Railroad. — The  Connecticut 
River  Railroad  uses  coaling  platforms  with  tipping  trolley  dump-cars,  plans  for  which  were  published 
in  the  Report  of  the  Master  Mechanics'  .\ssociation,  quoted  above,  the  cars  running  on  tracks  per- 
pendicular to  the  face  of  the  platform.  The  coal  is  shovelled  from  the  storage-pile  on  the  rear  of  the 
platform  into  the  dump-cars,  which  latter  are  then  pushed  to  ilie  face  of  the  platform,  tipped,  and 
discharged.  The  cost  is  stated  to  be  14  cents  per  ton,  with  a  daily  delivery  of  45  tons.  The  force 
employed  is  three  laborers  and  one  foreman,  the  former  receiving  14!  cents,  the  latter  i8j  cents  per 
hour.     One  man's  shovelling  and  trolleying  capacity  is  therefore  about  11 J  tons  per  day. 

Coaling  Platform  with  Tipping  Trolley  Dump  ear.  New  York,  Chicago  ^  St.  Louis  Railroad. — On 
the  New  York,  Chicago  &  St.  Louis  Railroad  a  similar  system  is  in  use  to  that  described  for  the  Con- 
necticut River  Railroad.  The  dumps  hold  6  tons  each,  and  dip  to  an  angle  of  45  degrees.  The  cost 
of  delivery  is  8  cents  per  ton,  delivering  74  tons  per  day.  The  rate  of  pay  is  12I  cents  per  hour. 
With  four  men  employed  each  day,  the  capacity  of  each  man  is  i8.i  tons. 

Coaling  Platform  with  Tipping  Trolley  Dump-cars,  Northern  Central  Railroad. — Plans  showing  the 
details  of  the  tipping  trolley  dump-cars  used  by  the  Northern  Central  Railroad  on  coaling  platforms 
were  published  in  the  Report  of  the  Master  Mechanics'  Association,  quoted  above.  The  platform  is 
located  along  the  main  track,  32  ft.  wide  and  about  200  ft.  long.  The  floor  is  placed  10  ft.  above  the 
top  of  the  rail  of  the  main-line  track.  Coal  is  delivered  to  the  platform  by  dumping  from  a  trestle  on 
the  rear  of  the  ])latform,  which  dumping  track  is  on  an  average  about  9  ft.  above  the  platform,  with  a 
light  grade  of  0.75  ft.  in  100  ft.  to  facilitate  the  movement  of  cars  by  hand.  The  approach  trestling 
is  447  ft.  long,  with  a  gradient  of  t,\  ft.  in  100  ft.  On  the  platform,  spaced  every  25  ft.  (in  every  other 
trestle-bent),  there  are  a  series  of  narrow-gauge  tracks  running  at  right  angles  to  the  face  and  extend- 
ing back  the  full  depth  of  the  platform.  At  a  point  81  ft.  from  the  centre  of  the  main  track  is  a  stop 
which  serves  the  double  purpose  of  first  stopping  the  car  at  a  given  point,  and,  secondly,  of  releasing 
the  hook  on  the  back  end  of  truck,  the  sudden  impact  of  the  truck  dumping  the  coal  into  the  tender. 
The  inside  dimensions  of  the  dump-cars  are  10  ft.  8  in.  long  X  5  ft.  10  in.  wide  X  i  ft.  10  in.  high, 
holding  3  tons.  One  end  of  the  truck  is  open.  The  car  can  be  operated  by  one  man.  The 
system  is  preferred  at  coaling  stations  along  the  main  track  on  account  of  the  speed  with  which 
engines  can  draw  their  coal  supply.  The  average  cost  per  ton  for  the  winter  months  is  stated  to  have 
been  4,6  cents,  employing  two  men  and  delivering  57!  tons  every  24  hours.  'I'his  gives  an  average  of 
23J  tons  coal  handled  jier  man. 


148 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


Coaling  Platform  at  Altooiia,  Pa.,  Poinsylvania  Railroad. — Plans  for  the  coaling  platform  of  the 
Pennsylvania  Railroad  at  Altoona,  Pa.,  were  published  in  the  Railroad  Gazette  of  September  15, 
1882.  The  system  in  use  consists  of  a  coaling  platform  with  tipping  trolley  dump-cars  running  on 
transverse  tracks,  connected  by  a  longitudinal  track  with  a  transfer-table.  The  platform  is  about  90  ft. 
wide  and  placed  1 1  ft.  above  the  coaling  tracks,  there  being  a  coaling  track  along  each  face  of  the 
platform.  Coal  is  delivered  to  the  platform  by  shovelling  from  cars  on  a  central  supply-track  near 
the  centre  of  the  platform,  the  track  being  placed  at  the  same  elevation  as  the  floor  of  the  platform. 
On  one  side  of  this  central  supply-track  the  platform  is  covered  to  serve  for  long  storage,  while  on 
the  other  side  it  is  uncovered,  the  coal  on  this  side  being  intended  for  immediate  use.  The 
transfer-table,  which  runs  in  a  pit,  serves  also  as  a  weigh-scales.  The  trolley-cars  are  run  on  the 
table,  weighed,  transferred  lengthwise  and  put  off  at  any  point  desired  along  the  face  of  the  platform, 
where  they  remain  till  discharged. 

Coaling  Platform  at  West  Philadelphia,  Pa.,  Pennsylvania  Railroad. — The  coaling  platform  at 
West  Philadelphia,  Pa.,  on  the  Pennsylvania  Railroad,  plans  for  which  were  published  in  the  Railroad 
Gazette  of  September  15,  1882,  consists  of  a  coaling  platform  with  an  elevated  dumping  track  near 
the  rear  of  the  platform,  coal  being  delivered  to  engines  by  tipping  trolley  dump-cars  running  on 
transverse  tracks  connected  by- a  longitudinal  track  in  a  well  with  a  transfer  scale-table.  The  jilat- 
form  is  about  50  ft.  wide  and  the  floor  is  placed  11  ft.  above  the  coaling  track.  The  location  is 
along  a  side  hill  so  that  the  floor  of  the  platform  is  practically  on  original  ground.  The  dumping- 
track  is  9  ft.  above  the  floor,  and  its  centre  is  located  about  40  ft.  from  the  face  of  the  platform.  A 
6-ft.  well  is  located  10  ft.  back  from  the  face  for  the  narrow-gauge  transfer  and  scale  table  to  run  in. 
Coaling  Platform  at  East  Tyrone,  Pa.,  Pennsylvania  Railroad. — The  coaling  platform  of  the 
Pennsylvania  Railroad  at  East  Tyrone,  Pa.,  plans  for  which  were  published  in  the  Railroad  Gazette 
of  September  15,  1882,  is  very  similar  to  the  coaling  platform  at  West  Philadelphia,  on  the  line  of 
the  same  road,  excepting  that  at  East  Tyrone  the  entire  structure  is  built  on  trestling,  whereas  at 
West  Philadelphia  the  platform  is  cut  into  a  side  hill.  The  coaling  platform  is  46  ft.  wide,  and  located 
II  ft.  above  the  coaling  track  along  the  face.  The  centre  of  the  elevated  dumping  track  is  located 
37  ft.  from  the  face  of  the  platform,  and  is  8  ft.  above  the  floor  of  the  platform.  Nine  feet  from  the 
face  of  the  platform  there  is  a  well,  6  ft.  in  width,  for  the  transfer-table  to  transfer  the  dump-cars  up 
and  down  the  platform.  The  trestle-bents  are  located  10  ft.  centres,  perpendicular  to  the  coaling 
track,  and  rest  on  dry  stone  foundation-walls.  The  length  of  this  platform  is  200  ft.,  and  the  gradient 
on  the  incline  leading  up  to  the  su])ply-track  is  5  ft.  in  100  ft. 

Elevated  Coal-shed,  Northern  Paeifie  Railroad. — The  elevated  coal-shed  of  the  Northern  Pacific 
Railroad,  shown  in  Fig.  277,  designed  by  Mr.  C.  B.  Talbot,  consists  of  a  covered   jilatform  with   a 

narrow-gauge  track  running  lengthwise  of  the  shed 
connecting  by  turn-tables  with  tracks  running  out 
over  the  coaling  track  on  counterbalanced  platforms 
or  drawbridges,  the  coal  being  discharged  into  the 
tenders  by  small  narrow-gauge  tij)ping  trolley  dump- 
cars,  which  are  loaded  in  the  house  from  the  storage- 
pile,  turned  on  the  turn-table,  run  out  on  the  draw- 
bridge, and  tipped.  The  coal  is  put  into  the  shed 
through  openings  in  the  side  sheathing  by  shovelling 
from  cars  on  an  elevated  track  along  the  back  of 
the  shed.  The  platform  in  the  shed  is  14  ft.  wide, 
and  the  floor  is  placed  about  12  ft.  6  in.  abo\e  the 
coaling  track.  The  shed  can  be  made  any  length  desired;  the  standard  plan  shows  it  to  be  240  ft. 
Ion",  with  a  rated  capacity  of  500  tons.  For  this  length  of  house  there  are  two  turn-tables  and 
drawbridges  for  discharging  to  tenders.  The  elevated  coal-supply  track  on  the  rear  of  the  shed  is 
placed  3  ft.  6  in.  below  the  floor  in  the  shed.  The  clear  height  of  the  shed  above  the  floor  is  8  ft. 
The  centre  of  the  coaling  track  is  placed  6  ft.  from  the  face  of  the  building. 

Coal-chutes,  Baltimore  &'  Ohio  Railroad. — The  coal-chutes  of  the  Baltimore  &  Ohio  Railroad, 
plans  for  which  were  ijublislied   in   the  Railroad  Gazette  of  September  15,  1882,  consist  of  a  system 


^wiM 


Fig.  277. — Cross-section. 


COALING   STATIONS  FOR   LOCOMOTIVES. 


J  49 


of  coal-pockets  with  an  elevated  diimjiing  track.  The  trestling  is  about  42  ft.  wide,  there  being  a 
coaling  track  on  each  side,  with  pockets  facing  each  track.  The  coal  is  delivered  on  an  elevated 
supply-track  at  the  middle  of  the  trestle,  about  33  ft.  above  the  coaling  tracks,  whence  the  coal 
is  dumped  to  a  platform  about  12  ft.  lower,  which  is  located  at  the  elevation  of  the  top  of  the 
pockets.  Tlie  coal  when  dumped  runs  partly  into  the  pockets,  and  the  balance  is  shovelled  in  l)y 
hand  as  required.  The  pockets  are  closed  at  the  lower  end  in  the  usual  way  with  a  trap-door  and  a 
counterweighted  apron.  The  pockets  are  about  10  ft.  wide,  and  contain  three  tons  of  coal  when 
filled  completely.  The  bottom  of  the  pocket  is  set  12  ft.  above  the  coaling  track.  The  cost  of 
delivering  115  tons  per  day  over  a  high-chute  system  on  tlie  Baltimore  &  Ohio  Railroad,  similar  to 
that  described  above,  is  stated  to  be  \-l^  cents  per  ton. 

Coal-chutes  at  Soutkport,  N.  Y.,  Neio  York,  Lake  Erie  <5f  Western  Railroad. — The  coal-chutes  of 
the  New  York,  Lake  Erie  &  Western  Railroad  at  Southport,  N.  Y.,  plans  for  which  were  published 
in  the  issue  of  tlie  Railroad  Gazette  of  October  5,  1883,  consist  of  an  elevated  dumping  track  from 
which  the  coal  is  dumped  from  the  coal-cars  to  a  lower  storage  platform.  Along  one  side  of  this 
storage  platform  there  is  a  row  of  pockets,  triangular  in  shape,  each  of  a  capacity  of  two  tons,  the  tops 
of  which  are  on  a  level  with  the  storage  platform.  The  lower  end  of  the  pocket  is  closed  l)y  means 
of  a  trap-door  and  counterweighted  apron  in  the  usual  manner.  The  trap-door  is  worked  by  means 
of  a  rod  connected  to  its  lower  edge  and  running  up  to  the  level  of  the  storage  platform,  so  that  the 
opening  of  tlie  trap-door  is  independent  of  the  lowering  and  raising  of  the  apron.  The  cost  of 
delivering  560  tons  of  coal  to  engines  at  these  coal  pockets,  per  month  per  each  man  employed  there, 
is  stated  to  be  7.85  cents  per  ton. 

Coal-chutes,  New  Orleans  &>  Northeastern  Railroad. — The  standard  coal-chute  of  the  New  Orleans 
&  Northeastern  Railroad,  part  of  the  Cincinnati,  New  Orleans  &  Te.xas  Pacific  Railroad,  lessee  Cincin- 
nati Southern  Railroad,  shown  in  Fig.  278,  consists  of  a  high  trestle-track,  from  which  coal  is  dumped 


Fig.  27S. — Cross-section. 


on  to  a  platform  and  then  shovelled  as  required  into  a  series  of  pockets  along  one  side  of  the  plat- 
form. The  high  track  is  25  ft.  6  in.  above  the  coaling  track  in  front  of  the  pockets,  and  7  ft.  4  in. 
above  the  floor  of  the  platform.  The  bottom  of  the  pocket  is  set  1 1  ft.  above  the  top  of  the  rail  of 
the  coaling  track.     The  width  of  the  structure  is  29  ft. 

The   dimensions  of  the   ])rincipal  materials  used   are  as  follows:    the  bents  are  spaced   10  ft. 
centres    longitudinally;    sills,  running   longitudinally,  12  in.  X  12  in.;    posts,   12  in.  X  12  in.;    caps. 


15° 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


running  transversely,  2  pieces,  6  in.  X  12  in.,  clamping  tlie  posts;  cap  under  track,  12  in.  X  14  in.  X  11 
ft.;  track-stringers,  one  piece,  12  in.  X  12  in.,  under  each  rail;  corbels,  12  in.  X  i  2  in.  X  3  ft.;  floor- 
plank  and  side  sheathing  of  platform  and  pockets,  2-in.  oak;  floor-joists,  3  in.  X  12  in.,  spaced  about 
20  in.  centres,  bridged  with  3-in.  X  li-in.  bridging;  X-bracing,  3  in.  X  8  in. 

The  bottom  of  the  pocket  is  lined  with  VV-in.  sheet-iron.  The  apron  is  counterweighted,  as 
shown,  and  the  bottom  of  the  pocket  is  closed  by  a  flap-door,  which  is  opened  and  closed  automati- 
cally with  the  lowering  and  raising  of  the  apron.  The  apron  is  5  ft.  long.  The  pocket  and  apron 
slope  45  degrees. 

Coal-c/iiites  at  Scottsville,  Vti.,  Richmond  &=  Alleghany  Railroad. — The  coal-chutes  of  tiie  Rich- 
mond &  Alleghany  Railroad  at  Scottsville,  Va.,  siiown  in  Fig.  279,  designed  and  built  by  the  author. 


Fig.  279. — Cross-section. 


consist  of  a  timber  trestle  structure  throughout,  the  coal  being  delivered  onto  a  storage  platform 
from  a  high  dumping-trestle  on  the  back  of  the  platform  and  then  shovelled  as  required  into  a  series 
of  pockets  along  the  face  of  the  platform,  the  top  of  the  pockets  being  level  with  the  floor  of  the 
platform.  The  chutes  are  located  alongside  of  the  main  track  of  the  railroad,  as  quick  dispatch  for 
coaling  engines  was  desirable.  The  platform  is  96  ft.  long  by  34  ft.  6  in.  wide,  and  its  floor  is  set  18  ft. 
above  the  top  of  rail  on  the  main  track.  The  face  of  the  platform  is  placed  7  ft.  from  the  centre  of 
the  main  track.  The  end  of  the  apron  wlien  lowered  is  10  ft.  9  in.  above  the  top  of  rail  of  the  main 
track.  The  apron  is  5  ft.  6  in.  long,  and  reaches  when  lowered  to  within  2  ft.  3  in.  of  the  centre  of 
the  track.  The  centre  of  the  dumping  track  is  placed  25  ft.  from  the  face  of  the  jjlatform,  and  the 
top  of  rail  on  the  trestle  is  7  ft.  7  in.  above  the  floor  of  the  [jlatform  or  25  ft.  7  in.  above  the  top  of 
rail  of  the  main  track.  The  inclined  approach  is  about  700  ft.  long,  with  a  maximum  gradient  of  3.75 
ft.  per  100  ft.  There  are  three  pockets  along  the  face  of  the  platform,  each  with  a  capacity  of  t,\ 
tons.  The  bottom  of  the  pocket  has  a  slope  of  40  degrees,  and  the  apron,  when  lowered,  30  degrees. 
The  lower  end  of  the  pocket  is  closed  by  a  flap-door  locked  by  a  pivoting-bar,  so  that  the  opening 
and  closing  of  the  door  is  independent  of  the  movement  of  the  apron,  which  is  counterweighted  in 
the  usual  way.  In  drawing  coal  the  fireman  pulls  down  the  apron  and  then  hits  the  bar  lock  of  the 
door  a  light  blow  with  a  shovel  or  any  handy  implement,  opening  the  door  and  allowing  the  coal  to 
discharge.     An  engine  can  coal  at  these  chutes  in  less  than  one  minute. 

New  Coal-chutes  at  Waverly,  N.  Y.,  Netu  York,  Lake  Erie  is'  Western  Railroad. — The  coal- 
chutes  of  the  New  York,  Lake  Erie  &  Western  Railroad  at  Waverly,  N.  Y.,  rebuilt  in  1882,  under 
the  direction  of  Mr.  O.  Chanute,  Chief  Engineer,  and  Mr.  W.  Farnham,  Roadmaster,  plans  for  which 
were  published  in  the  Railroad  Gazette  of  October  5,  1883,  have  a  storage  capacity  for  about  330 
tons.  The  system  consists  of  a  high  delivery  track,  from  which  the  coal  is  dumped  into  a  pocket  or 
storage  floor  below.  The  coal  is  drawn,  as  required,  through  a  measuring  pocket  into  a  chute,  wliich 
is  closed  in  the  usual  way  by  a  counterweighted  apron  and  flap-door.  There  are  eleven  pockets  and 
chutes,  making  the  storage  platform  no  ft.  long.  The  tail  track  is  60  ft.  long.  The  approach  incline 
is  built  with  a  gradient  of  4  ft.  per  100  ft.,  and  high  ground  in  the  vicinity  is  utilized  to  reduce  the 
length  of  trestling  required.     The  track  over  the  platform  and  tail  trestle  has  a  gr-adient  of  0.8  ft.  in 


COALING    STATIONS    TOR    I.OCOMOTI  V  RS.  151 

100  ft.  to  facilitate  tlic  niovenient  of  cars  l)y  hand.  The  cost  of  dcHvering  460  tons  of  coal  to 
engines  per  month,  ])er  each  man  emjiloyed  at  these  chutes,  is  stated  to  be  9.07  cents  |)er  ton. 

Coal-chutes  at  Hi>nit'llsvilU\  N.  V.,  New  York,  Lake  Erie  izf  Western  Railroad.- — The  coal-chutes 
oi  the  New  York,  Lake  Erie  &  Western  Railroad  at  Hornellsville,  N.  Y.,  built  in  1881  and  1882, 
from  a  design  and  under  the  direction  of  Mr.  J.  VV.  Ferguson,  Assistant  Engineer,  plans  for  which 
were  published  in  the  Railnmd  Gazette  of  October  5,  1883,  consist  of  a  system  of  coaling  engines 
on  both  sides  of  a  coaling  trestle  without  any  shovelling  of  the  coal,  requiring  of  all  systems,  thus  far 
discussed,  the  least  manual  labor,  as  the  conl  passes  from  the  supply-car  to  the  tender  entirely  by 
gravity.  The  coal  is  dumped  from  two  iiigh  tracks  into  hopper-shaped  bins,  which  are  trapped  at  the 
lower  ends  by  measuring  pockets.  The  coal,  as  required,  is  drawn  through  the  measuring  pocket  into 
the  chute  below  it,  which  chute  is  closed  at  the  lower  end  in  the  usual  way  with  a  flap  door  and 
counterweighted  apron.  The  supply-cars  are  taken  up  to  the  high  tracks  by  a  stationary  engine  and 
inclined  plane  with  cable.  The  only  objectionable  feature  in  this  system  is  the  extra  height  that  has 
to  be  given  to  the  dumping  tracks.  Where,  however,  a  stationary  engine  with  plane  is  used,  this  is  not 
a  serious  objection,  as  a  few  extra  feet  to  climb  after  once  placing  cars  on  a  plane  does  not  cause  a 
very  noticeable  expense.  The  system  can  therefore  be  recommended  very  highly  under  these  con- 
ditions, and  also  where  the  approach  can  be  located  mainly  on  high  ground.  The  cost  of  delivering 
614  tons  of  coal  to  engines  per  month,  per  each  man  employed  at  the  chutes,  is  stated  to  be  7.08 
cents  per  ton. 

Old  Coal-chutes  at  Witvcrly,  N.  V.,  N'ew  York,  Lake  Erie  &•  IFester/i  Railroad. — The  system  of 
coaling  engines  on  the  New  York,  Lake  Erie  &  Western  Railroad  at  Waverly,  N.  Y.,  in  use  prior  to 
the  construction  of  the  new  pockets,  was  illustrated  in  the  Railroad  Gazette  of  October  5,  1883.  It 
consists  of  two  elevated  tracks  dumping  onto  a  storage  floor  or  pockets  below  them.  The  coal  is 
drawn  from  the  pockets  through  a  measuring  pocket  into  tipping  trolley  dump-cars  with  projecting 
end.  The  cars  are  run  on  a  turn-table,  which  serves  also  as  a  scales,  and  transferred  on  a  longitudi- 
nal track  to  whatever  point  along  the  face  they  are  wanted,  where  they  are  again  turned  on  a  table, 
run  out,  tipped,  and  discharged.  The  cost  of  delivering  455  tons  of  coal  to  engines  per  month,  per 
each  man  employed  at  the  chutes,  is  stated  to  be  9.16  cents  per  ton. 

Coal-chutes  at  Susquehanna,  Pa.,  New  York,  Lake  Erie  &'  IFestern  Railroad. — The  coal-chutes 
of  the  New  York,  Lake  Erie  &  Western  Railroad  at  Susquehanna,  Pa.,  plans  for  which  were  pub- 
lished in  the  Railroad  Gazette  of  October  5,  1883,  consist  of  three  elevated  tracks  dumping  into 
storage-bins  and  partly  on  a  floor  below  them.  The  bins  are  hopper-shaped,  and  trapped  at  t;"  .,  lower 
ends  with  measuring  pockets.  The  coal,  as  required,  is  drawn  into  narrow-gauge  hopper-bottom  trol- 
ley-cars of  two  tons  capacity,  which  cars  run  on  a  system  of  tranverse  tracks  connected  by  turn- 
tables with  a  longitudinal  track.  To  deliver  coal,  a  counterbalanced,  hinged  platform  is  lowered 
over  the  tender  and  a  car  run  out  and  dumped.  The  platform  has  chains  attached  to  the  outer 
end  and  to  the  timbers  above,  which  prevent  its  dropping  when  loaded.  It  is  raised  and  lowered  by 
a  hand-wheel  and  friction  pulleys,  around  which  the  chains  from  the  counterbalances  are  passed. 
The  cost  of  delivering  675  tons  of  coal  to  engines  per  month,  per  each  man  employed  at  these  coal- 
chutes,  is  stated  to  be  6.55  cents  per  ton. 

Coal-chutes  at  Buffalo,  N.  Y.,  and  at  Conncllsville,  Pa. — The  design  for  coal-chutes  at  Buffalo, 
N.  V^,  and  at  Connellsville,  Pa.,  plans  for  which  were  published  in  the  Railroad  Gazette  of  September 
15,  T882,  consists  of  a  coal-chute  system  with  a  high  supply-track,  from  which  the  coal  is  dumped 
into  triangular-shaped  pockets,  whence  it  is  drawn  into  dump-cars  on  a  lower  platform.  The 
trestle  is  20  ft.  wide  and  24  ft.  high.  The  dumping  i)latform  is  10  ft.  above  the  rails  and  has  a 
narrow-gauge  track  tiirough  the  centre  with  appropriate  turn-table  arrangements  to  take  the  car  from 
the  central  track  to  the  face  of  the  platform,  whence  the  coal  can  be  shot  directly  into  the  tender. 
There  are  no  scales  in  this  system,  the  coal  being  measured  in  bulk  in  the  dump-cars. 

Coal-hunkers,  Northern  Pacific  Railroad. — The  coal-bunkers  of  the  Northern  Pacific  Railroad, 
designed  by  Mr.  C.  H.  Talbot,  shown  in  Fig.  280,  are  a  combination  of  a  number  of  the  methods 
already  discussed  for  storing  and  delivering  coal  tcj  engines.  The  structure  consists  of  a  building, 
34  ft.  X  211  ft.,  with  a  delivery  track  at  the  peak  of  the  building,  42  ft.  above  the  ground.     On  one 


152 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


side  of  the  building  is  tlit-  main  trac  k  of  the  road  and  on  the  otlier  side  a  yard  track.  The  coaUng  of 
engines  on  tlie  main  track  is  done  by  hopper-bottom  narrow-gauge  trolley-cars,  that  run  out  on  a 
counterbalanced  platform  or  drawbridge  and  dump  directly  into  the  tenders.     The  coaling  of  engines 


Fig.  280. — Cross-section. 


on  the  other  side  of  the  house  is  done  by  an  apron  and  flap-door  leading  out  of  a  hopper-shaped  bin. 
Storage-bins  are  provided,  as  shown,  from  which  coal  is  drawn  into  the  trolley-cars,  and  the  cars  then 
transferred  to  the  upper  tier  again.     The  storage  capacity  of  the  building  is  2000  tons. 

Standard  Coal-chute,    Wabash,  St.  Louis  Ss'  Pacific  Raihuay. — The  standard   coal-chute  of  the 
Wabash,  St.  Louis  &  Pacific  Railway,  designed  by  Mr.  Charles  Hansel,  Resident  Engineer,  shown  in 

Fig.  281,  consists  of  a  system  of  elevated  pockets 
with  a  supply-track  on  the  rear,  the  coal  being 
shovelled  from  the  cars  on  the  supply-track  into  the 
coal-pockets,  the  top  of  the  pockets  being  7  ft.  above 
the  supply-track.  The  centre  of  the  supply-track  is 
located  21  ft.  from  the  centre  of  the  main  track, 
which  is  the  coaling  track,  and  the  rail  of  the  supply- 
track  is  15  ft.  above  the  main  track.  The  face  of 
the  coaling  pockets  is  located  4  ft.  from  the  nearest 
rail,  and  the  top  of  the  pocket  is  22  ft.  8  in.  above 
the  rail  of  the  coaling  track.  The  trestle-bents  at 
the  pockets  are  spaced  g  ft.  6  in.  centres,  while  on 
the  incline  approach  the  bents  are  spaced  16  ft. 
ft.  centres.  The  gradient  on  the  incline  leading  to 
the  elevated  supply-track  is  3.75  ft.  in  100  ft.     The 

^ lower   end  of    the   pocket    is    closed   by  a   counter- 

^^^^^^^^  balanced  apron  and  a  trap-door  operated  by  a  long 
Fio.  2S1.— Cross-section.  lever    arm,    as   shown    in    the   plans.      The    standard 

coal-chute  has  about  ten  pockets,  but  an\-  number  can  be  used  according  to  the  varying  conditions 
in  different  localities. 

The  principal  timbers  in  use  on  the  supply-track  trestling  are:  sills,  12  in.  X  12  in.;  vertical 
posts,  12  in.  X  12  in.;  batter-posts,  10  in.  X  12  in.;  cajis,  12  in.  X  12  in.  X  12  ft.  long;  brace- 
plank,  3  in.  X  10  in.;  stringers,  2  pieces,  8  in.  X  16  in.,  under  each  rail  ;  ties,  6  in.  X  8  in.  X  10  ft. 
long  ;  guard-rails,  6  in.  X  8  in.  The  dimensions  of  the  i)riniipal  timbers  used  in  the  construction  of 
the  coaling  pockets  are  as  follows:  sills,  12  in.  X  12  in.;  i)osts,  cS  in.  X  8  in.;  caps,  8  in.  X  8  in.  X 
12  ft.  long;  interties,  8  in.  X  8  in.;  intermediate-post,  8  in.  X  8  in.;   knee-braces,  4  in.  X  6  in. 


COALING   STATIONS   FOR   LOCOMOTIVES. 


153 


Cual-chiitis  at  Black  Liianioinl  Mine,  Wabash,  St.  Louis  &-'  Tacijii  RailuHiy. — The  cual  iliut 
the  Black  Diamond  Mine,  Wabash,  St.  Louis  cV 
Pacific  Railway,  designed  by  Mr.  Charles  Hansel, 
Resident  Engineer,  shown  in  Fig.  282,  is  arranged 
to  allow  mine  cars  from  the  Black  Diamond  Mine 
to  discharge  coal  directly  into  a  series  of  pockets 
or  chutes  along  a  coaling  track.  'I'he  details  of 
the  chutes  are  practically  the  same  as  described 
above  for  the  standard  coal-chute  of  the  road. 
The  delivery  of  coal  to  the  pockets,  however,  is 
made  from  a  platform  at  the  height  of  the  top  of 
the  pockets,  on  which  the  mine  cars  are  turned, 
and  run  onto  a  tipple  at  the  top  of  the  pocket,  by 
means  of  which  the  car  is  tipped  and  discharged 
into  the  pocket. 

Coal-chutes  at   IVilkeslmrrc,  Pa.,  Lehigh   Valley 
Railroad. — The  coal-chutes   of   the   Lehigh  Valley 


eW^TO 


Fig.  2S2. — Cross-section. 

Railroad  at  Wilkesbarre,  Pa.,  designed  by  Mr.  A.  Mitchell,  Division  Superintendent,  shown  in  Fig. 
283,  consist  of  a  series  of  pockets,  with  a  dumping  track  running  directly  over  them,  the  entire 

structure  being  covered.  The  rail  of  the  dump- 
ing track  is  placed  24  ft.  above  the  rail  on  the 
coaling  track,  which  runs  along  one  side  of  the 
building.  The  approach  incline,  ])artly  on  trestle 
and  partly  on  filling,  is  built  on  a  gradient  of  5  ft. 
per  100  ft.  There  are  15  pockets  in  the  building 
tU  used  for  hard  coal.  The  lower  end  of  the 
pocket  is  placed  11  ft.  6  in.  above  the  rail  of  the 
coaling  track;  and  the  slope  of  the  bottom  of  the 
pocket  is  5  in.  in  12  in.,  or  at  an  angle  of  about 
22\  degrees.  The  pocket  has  a  counterweighted 
apron,  and  is  closed  by  a  lifting-door.  'J'he  shed 
over  the  pockets  and  dumping  track  has  15  ft. 
clear  height  above  the  rail  and  18  ft.  8  in.  clear 
widtli.  Some  of  the  pockets  are  used  for  fine 
coal,  such  as  buckwheat  and  pea  coal,  and  others 
for  lump  coal.  The  lump-coal  pockets  have 
screens  in  the  bottom,  screenings  being  collected, 
as  shown  in  the  sketch,  in  small  coal-cars  placed 
underneath  the  pockets.  When  full  these  cars 
are  transferred  to  the  upper  track  and  the  coal  is 
dumped  into  the  fine  coal-pockets. 

'I'he   average   amount   of    coal    handled   over 
these  chutes  daily  is  about  300  tons,     'i'he  engine 
Fig.  283.— Cuoss-section.  service  is  performed  by  the  switching-engine  em- 

ployed at  the  shops  in  the  immediate  vicinity.  The  force  regularly  employed  on  the  chutes  consists 
of  two  day  men  and  one  night  man,  who  dump  the  coal  from  the  cars  into  the  jiockets  and  discharge 
the  pockets,  the  rate  of  pay  being  12J  cents  i)er  hour.  The  average  cost,  therefore,  of  <lum]iing 
into  store  and  discharging  to  engines  will  be  about  1.5  cents  per  ton,  exclusive  of  engine  service, 
interest  on  first  cost,  and  maintenance  of  the  structure. 

Coal-chute,  Atchison,  2'opeka  is'  Santa  Fe  Railroail.--'\'\\':  standard  coal  chute  of  the  Atchison, 
Topeka  &  Santa  Fe  Railroad,  shown  in  Fig.  284,  prepared  from  data  kindly  furnished  by  Mr.  J.  M. 
Meade,  Assistant  Engineer,  A.,  T.  &  S.  F.  R.  R.,  is  built  on  what  is  known  as  the  "Clifton  "  chute 
plan,  which  system  has  been  very  extensively  adopted  by  a  large  number  of  railroads  in  the  West,  the 


154 


BUILDINGS  AND    STRUCl^URES   OF  AMERICAN  RAILROADS. 


same  as  the  "  Kerr"  chute,  wliieh  dilTers  from  llie  "  Cllfluu  "  chute  uiaiiily  in  the  details  of  the  iron- 
work; but  tiie  general  scheme  or  layout  of  the  structure  remains  about  the  same,  namely,  an  elevated 
covered  supjily-track,  with  covered  l)ins  or  chutes  on  one  or  both  sides  of  it,  which  bins  are  closed  at 
the  lower  end  with  doors  and  provided  with  counterweighted  aprons.  The  individual  characteristics 
of  the  Kerr  and  Clifton  chutes  are  the  meclianical  contrivances  and  fixtures  for  locking  and  working 
the  door  and  tlie  apron.  In  the  Clifton  chute  the  drawing  down  of  tlie  apron  releases  at  the  jiroper 
time  certain  catches  or  latches,  and  the  pressure  of  the  coal  forces  the  door  open  and  allows  the  coal 


'^^^V'V.jt.mx.BBiiil*" 


Fig.  284. — Cross-section. 


to  flow  out.  In  pushing  the  apron  back  to  place,  the  door  and  apron  is  locked  again.  The  intro- 
duction of  a  second  or  inside  door  or  flap  in  the  Clifton  chute  allows  the  contents  of  tlie  pocket  to 
be  subdivided,  and  only  a  part  delivered  at  a  time,  if  desired. 

The  design  adopted  for  the  Atchison,  Topeka  &  Santa  Fe  Railroad  places  the  rail  on  the 
supply-track  11  ft.  4  in.  above  the  rail  of  the  coaling  track.  The  top  of  the  pockets  next  to  the 
supply-track  is  8  ft.  above  the  rail  of  the  supply-track,  so  that  coal,  in  being  shovelled  from  cars  into 
the  bins,  has  to  be  lifted  several  feet.  The  width  of  the  shed  with  pockets  on  both  sides  is  32  ft. 
The  face  is  set  7  ft.  9  in.  from  the  centre  of  the  coaling  track.  The  clear  height  of  the  shed  over 
the  supply-track  is  iS  ft.  6  in.,  and  the  clear  width  11  ft.  6  in.  The  angle  of  slope  of  the  bottom  of 
the  pocket  and  apron  is  about  27^  degrees.  The  gradient  on  the  approach  incline  trestling  is  3.77  ft. 
per  100  ft. 

Collin's  System  for  Coaling  Loconiotii<cs,  Pcnnsvlvauia  Railroad. — Collin's  S)'Stem  for  coaling 
locomotives,  plans  for  which  were  jjublished  in  the  Railroad  Gazette  of  June  16,  1882,  illustrates  the 
method  for  coaling  engines  designed  and  patented  by  Mr.  J.  B.  Collin,  Mechanical  Engineer,  Pennsylva- 
nia Railroad,  which  method  has  been  successfully  introduced  on  the  Pennsylvania  Railroad  at 
Lewiston,  Pa.;  Alleghany  City,  Pa.;  Coaljjort,  N.  J.;  Camden,  N.  J.;  and  at  other  points. 

The  report  of  the  Master  Mechanics'  Association  gives  the  following  information  relative  to  the 
operation  of  Collin's  system  for  coaling  locomotives  at  Elmira,  N.  Y.:  "The  rate  of  delivery  is  one 
truck-load  of  two  tons  in  from  70  to  80  seconds,  and  four  tenders  have  been  loaded,  with  two  trucks 
each,  in  15  minutes  and  25  seconds, — an  average  of  3  minutes  51  seconds  each.  This  includes  the 
time  of  attaching  and  detaching  chain  from  the  locomotive  and  clearing  the  track  for  another  loco- 
motive to  enter.  The  cost,  averaged  over  the  first  three  months  of  1887  (when  the  apparatus  was 
not  worked  up  to  its  capacity),  is  7^"^  cts.  per  ton,  delivering  at  the  rate  of  53.4  tons  per  day,  and 
requiring  three  men  per  24  hours,  at  12  cts.  |)er  hour." 

The  main  principle  of  this  plan  is  that  of  using  the  [lower  of  the  locomotive,  which  is  to  be 
supplied  with  coal,  to  raise  the  coal  into  a  convenient  position  from  which  it  can  be  dumped  into  the 
tender.  This  is  done  by  means  of  an  elevator  or  lift  constructed  alongside  of  the  track,  in  front  of 
which  the  locomotives  stand  when  they  are  to  be  supjjlied  with  coal.  This  elevator  has  a  suitable 
page,  which  is  raised  by  means  of  a  rope  or  chain  attached  to  the  locomotive,  the  nio\ement  of  the 
latter  on  the  track  drawing  the  caye  u]). 


COALING   STATIONS  FOR   LOCO.UO  I J  VES.  155 

This  system  is  hardly  api>licable,  however,  for  coaling  engines  on  the  main  line,  as  it  is  obviously 
impossible  to  allow  an  engine,  while  in  service  on  the  main  line,  to  stop  long  enough  to  raise  the  coal 
to  a  sufficient  elevation  to  allow  it  to  be  dumped  into  the  tender.  For  coaling  engines,  however, 
before  starting  on  a  run,  or  before  going  into  the  engine-house  to  wait  for  their  turn  to  start  on  the 
road  again,  this  system  would  have  its  advantages  under  certain  local  conditions.  For  additional 
details  see  the  issue  of  the  Railroad  Gazette  above  mentioned. 

Overhead  Coaling  Station  at  Hackensack  Meado^ns,  Jersey  City,  N.  J.,  Fi^nnsylvania  Railroad. — 
The  coaling  station  of  the  Pennsylvania  Railroad  at  the  Hackensack  Meadows,  between  Newark  and 
Jersey  City,  N.  J.,  built  in  1887,  plans  for  which  were  published  in  the  Railroad  Gazette,  September  2, 
1887,  took  the  place  of  an  old  coaling  station  which  had  become  inadequate  for  the  business.  In  July, 
1874,  3,700,067  lbs.  of  coal  were  delivered  to  engines,  while  in  July,  1883,  1 1,813,000  lbs.  were  delivered, 
and  during  December,  1886,  17,491.000  lbs.  were  furnished,  whicli  statement  conveys  an  idea  of  the 
amount  of  work  to  be  done  by  a  coaling  station  at  this  point,  in  addition  to  providing  am]jle  storage 
for  coal.  The  system  adopted  consists  of  loading  small  narrow-gauge  drop-bottom  trolley-cars  with 
coal  on  the  ground  level,  hoisting  them  up  by  a  platform  elevator  22  ft.  above  the  ground,  and  then 
running  them  out  on  an  overhead  bridge  over  the  coaling  tracks,  and  discharging  directly  into  chutes 
leading  down  to  the  tenders  when  stopped  underneath  the  bridge. 

The  structure  is  described  as  follows  in  the  publication  mentioned  :  The  new  station  is  located 
between  the  passenger  and  freight  tracks.  In  the  coal-yard  are  thirteen  tracks  having  an  average 
length  of  about  800  ft.  These  are  connected  with  the  east-bound  freight  track.  The  loading  plat- 
form, connected  with  the  coal-yard  by  tracks,  consists  of  two  low  trestles  and  one  high  trestle. 
Midway  between  the  two  low  trestles  e.xtends  a  depressed  track,  upon  which  runs  a  transfer  car 
carrying  the  dump.  Extending  across  the  platform  between  each  bent  of  the  trestles  are  transfer 
tracks,  upon  which  the  dumps  can  be  run  under  the  trestles. 

The  loaded  coal-car  is  brought  to  any  point  on  either  of  the  trestles.  The  dump  is  then  brought 
opposite  this  point  and  rolled  under  the  car,  from  which  it  receives  its  load.  The  dump  is  then  run 
to  one  of  the  elevators,  lifted  to  the  upper  platform,  and  taken  over  either  the  passenger  or  freight 
tracks.  Coal-cars  which  are  run  upon  the  high  trestle  dump  their  loads  u]3on  the  ground,  the 
dumps  being  then  loaded  by  hand.  Upon  the  upper  platform  is  standing-room  for  70  dumps.  Each 
dump  is  8  ft.  6  in.  long,  weighs  2600  lbs.,  and  will  hold  7000  Uis.  of  coal. 

Fiom  each  turn-table  on  the  upper  platform  extends  a  track,  one  leading  over  the  passenger  and 
the  other  over  the  freight  tracks.  Over  the  two  passenger  tracks  are  three  chutes,  the  centre  one  of 
which  is  provided  with  two  bottom  doors  in  order  that  the  coal  from  the  dumps  may  be  guided  into 
a  tender  upon  either  track.  Over  the  two  freight  tracks  are  two  cliutes  located  centrally  between 
each  pair  of  tracks,  and  furnished  with  double  doors  at  the  bottom.  Each  loaded  duni])  is  weighed 
upon  scales  placed  on  the  upper  platform,  and  the  amount  is  handed  down  to  the  engineer. 

The  two  Otis  elevators  are  placed  one  at  each  side  of  the  platform.  The  engines  are  double, 
with  lo-in.  X  lo-in.  cylinders.  The  face  of  the  drum  will  hold  55  ft.  of  |-in.  chain.  The  engines 
can  be  started  from  the  ground  or  from  the  top  of  the  trestle,  and  the  hoists  are  automatically  stopped 
both  at  top  and  bottom.     The  engines  will  lift  a  load  of  20,000  lbs.     The  cage  rises  26  ft. 

According  to  the  specifications,  the  piles  are  of  Norway  pine,  spruce,  or  chestnut,  12  in.  at  the 
butt,  and  driven  to  hard  bottom.  The  longitudinal  caps  are  12-in.  X  i2-in.  yellow  pine,  secured  by 
staggered  J-in.  wrought-iron  spikes. 

The  transverse  caps  are  also  12  in.  X  12  in.,  and  are  mortised  to  receive  the  tenons  of  the  tresllc- 
posts.  The  main  posts  sujiporting  the  upper  ]3latform  are  12  in.  X  12  in.  yellow  iiine,  mortised  and 
tenoned.  The  two  ijosts  adjacent  to  the  transfer  track  are  braced  transversely  and  longitudinally  by 
3  in.  X  12  in.  strips  bolted  to  the  posts.  The  trestle  is  built  with  two  straight  and  two  l)attered  posts, 
the  latter  having  a  spread  of  one  quarter  the  height  of  the  former.  The  trestle-ca]is  are  10  in.  X  12  in., 
and  the  stringers  12  in.  X  14  in.  The  tloor-beams  of  the  U])per  [ilatform  are  3  in.  X  12  in.  yellow 
pine,  spaced  24  in.,  and  laid  to  break  joints. 

For  additional  data  and  details  see  the  issue  of  the  Railroad  Gazette  mentioned  above. 

Overhead  Coaling  Station  at  Gray's  Ferry,  Fhiladelphia,  Wilmington  &=  Baltimore  Railroad. — The 
coaling  station  of  the  Philadelphia,  Wilmington  &  Baltimore   Railroad  at  Gray's  Ferry,  designed  by 


156  BUILDINGS  AND   STRUCI  URES   OF  AMERICAN   RAILROADS. 

Mr.  S.  T.  Fuller,  Chief  Engineer,  plans  for,  which  were  published  in  the  Railroad  Gazette,  December 
9,  1881  (the  design  being  patented  by  S.  '1'.  Fuller  and  Charles  A.  Merriam),  illustrates  the  system 
of  having  an  overhead  bridge  tlirown  across  the  main  tracks  of  the  railroad,  on  which  small  narrow- 
gauge  dump-cars  containing  the  coal  are  run  out  and  dumped  through  openings  in  the  bottom  of  the 
bridge  directly  into  the  tender  of  the  locomotives.  In  the  coaling  station  as  built  at  Gray's  Ferry  the 
coal  is  brought  in  cars  up  an  incline  to  a  coal-shed  built  sideways  from  the  main  tracks,  the  dumping 
track  in  the  coal-shed  being  on  trestling,  so  that  the  coal  can  be  dumped  from  hopper-cars,  if  desired, 
to  the  floor  at  a  lower  elevation.  The  shed  is  153  ft.  long,  the  dumping  track  being  in  the  centre 
of  the  shed,  and  on  each  side  of  it  there  are  narrow-gauge  tracks  on  the  lower  platform  level,  which 
tracks  connect  by  means  of  turn-tables  with  the  track  running  out  on  the  bridge  across  the  railroad. 
The  iron  narrows-gauge  cars  are  filled  with  coal  by  hand,  and  then  run  out  on  the  bridge  as  required. 
There  are  suitable  openings  in  the  floor  of  the  bridge  over  each  track,  with  aprons  underneath,  which 
latter  can  be  raised  and  lowered  by  a  lever  as  indicated  on  the  plans.  The  operation  of  coaling  the 
engines  is  very  simple.  When  the  tender  comes  to  a  stand-still  underneath  the  bridge  the  apron  or 
chute  is  lowered,  the  dump-car  placed  over  the  opening,  and  the  drop-doors  at  the  bottom  of  the 
dump-car  opened,  thus  discharging  the  coal  dow-n  the  apron  into  the  tender.  It  is  claimed  that  the 
cost  of  handling  the  coal  in  this  manner  is  one  fourth  of  what  it  had  been  on  the  road  prior  to  the 
introduction  of  this  system  by  Mr.  Fuller,  independent  of  the  saving  in  time,  and  that  an  engine  can 
be  coaled  in  from  i  to  2 i  minutes  without  undue  breakage  or  scattering  of  the  coal,  and  with  less 
dust  than  usual.  Where  it  is  impossible,  owing  to  local  conditions,  to  get  the  length  or  space 
required  for  an  incline,  a  vertical  platform  lift,  or  a  plane  on  a  sharp  incline  with  a  wire  rope  to  haul 
up  the  cars,  can  be  used,  but  naturally  with  an  increase  in  the  cost  of  working  the  system. 

For  complete  details,  especially  of  the  dump-cars,  turn-table,  apron,  dumping  trestle,  and  over- 
head bridge,  see  the  issue  of  the  Railroad  Gazette  mentioned  above. 

Overhead  Coaling  Station  at  Aurora,  III.,  Chicago,  Burlington  c^  Quincy  Railroad. — The  overhead 
coaling  station  of  the  Chicago,  Burlington  &  Quincy  Railroad,  plans  for  which  were  published  in  the 
Railway  Review  of  June  15,  i88g,  consists  of  an  overhead  bridge  spanning  eight  tracks,  with  chutes 
under  the  bridge  between  the  tracks,  arranged  to  deliver  coal  to  the  tracks  on  each  side  of  each  chute. 
The  most  novel  feature  of  this  coaling  station  is  the  method  of  taking  the  coa!  out  on  the  bridge, 
which  is  done  in  buckets  of  three  tons  capacity,  suspended  from  small  buggies  running  on  a  system  of 
overhead  rails.  A  coaling  shed  is  Iiuilt  parallel  with  the  railroad,  31  ft.  wide  by  about  200  ft.  long,  the 
floor  of  the  shed  and  bridge  being  21  ft.  3  in.  above  the  main-line  rails.  On  the  back  of  the  shed  is 
the  coal-supply  track,  at  about  the  same  elevation  as  the  floor  of  the  shed,  the  coal-cars  being  taken 
up  to  this  elevation  on  an  incline  trestle  approach.  Parallel  with  the  coal-su])ply  track  in  the  shed 
there  are. two  lines  of  overhead  rails  on  which  the  coal-buckets  travel,  connecting  with  similar  tracks 
on  the  bridge.  Coal  is  loaded  into  the  buckets  from  the  cars  or  from  the  stock  on  the  platform  in  the 
shed;  the  buckets  are  then  run  out  over  the  bridge  and  dumped  into  the  chutes  or  pockets  under  the 
bridge.  The  pockets  on  the  bridge  are  kept  filled  at  all  times,  and  as  four  pockets  lead  to  every 
track,  in  addition  to  a  number  of  loaded  buckets  being  constantly  kept  on  hand  at  the  entrance  of  the 
bridge,  it  will  be  readily  seen  that  the  ability  to  coal  a  number  of  engines  successively  on  any  one 
track  is  good. 

For  further  details,  illustrations,  and  description,  see  the  article  in  the  Railway  Revierc,  mentioned 
above. 

Coaling  Station  ivith  Vertical  Bucket-elevator  at  Jersey  City,  N.  /.,  National  Docks  Railway. — The 
coaling  station,  designed  by  Mr.  F.  M.  Slater,  Chief  Engineer,  National  Docks  Railway,  shown  in  Figs. 
285  and  286,  is  intended  for  the  joint  purjjose  of  coaling  locomotives  and  furnisliing  coal  to  a  boiler- 
house,  but  the  illustrations  herewith  have  been  changed  so  as  to  show  coal-chutes  for  locomotive- 
delivery  throughout.  Tiie  timber  structure  is  14  ft.  6  in.  X  50  ft.  X  34  ft.  high,  with  storage-bins  of 
a  total  capacity  of  about  200  tons  in  the  upiJer  jjart  of  the  struclure.  The  bins  on  one  side  of  the 
centre  of  the  building  slope  backwards  for  delivery  of  coal  to  the  boiler-house  on  the  rear  of  the  coal- 
chutes,  while  the  bins  on  the  other  side  of  the  centre  slope  forward  for  coal-delivery  to  locomotives 
on  a  coaling  track  in  front  of  the  chutes.  The  bins  are  hopper-bottomed,  and  those  for  delivery  to 
locomotives  are  closed  at   the   lower  end  with   gates  and   counterweighted   aprons  in  the  usual  way. 


COALING   STATIONS  FOR   LOCOMOTl i^ES. 


■57 


The  coaling  track  serves  also  as  coal-supply  track,  the  coal  being  dimiped  from  cars  on  the  coaling 
track  into  an  underground  i)il  under  the  track  opposite  the  centre  of  the  structure.  This  pit  guides 
the  coal  to  the  foot  of  a  vertical  endless  bucket-elevator  with  39  ft.  vertical  lift,  which  hoists  the 
coal  up  and  discharges  it  at  the  head  to  the  bins  on  both  sides,  a  proper  switch  arrangement  being 
provided  at  the  head  to  feed  the  coal  to  any  particular  bin  desired.  The  elevator  is  run  by  an  8-H.  P. 
vertical  engine.  The  buckets  are  9  in.  X  12  in.  X  14  in.,  spaced  12  in.  apart  on  the  belt.  The  uptake 
capacity  is  stated  to  be  85  tons  per  hour.  The  machinery  was  furnished  by  the  Link-belt  Engineer- 
ing Co.,  of  Philadelphia,  Pa.  The  cost  of  the  machinery  was  about  $1000;  the  timber  structure  cost 
about  $1000  for  the  foundations,  which  had  to  be  piled,  and  about  $2000  for  the  superstructure. 


F   If  1    111    1|    I    1 


Fig.  2S5. — Front  Elevation. 


Fig.  2S6. — Cross-section. 


This  system  can  be  highly  recommended  for  all  localities  where  the  ground-space  available  does 
not  allow  the  usual  methods  for  taking  coal  up  to  high  chutes  to  be  employed,  or  the  daily  output  does 
not  warrant  the  construction  of  a  costly  and  large  coal-chute  system.  Where  steam  can  be  drawn 
from  a  boiler  in  the  vicinity  of  the  coaling  station,  the  same  men  that  dump  the  coal  can  operate  the 
elevator  engine  at  any  time  without  requiring  an  engineer  or  having  to  get  up  steam  in  a  special  boiler 
attached  to  the  engine.  Where  the  coaling  track  is  also  used  for  a  running  track  and  there  is  space 
behind  the  chutes,  it  will  prove  more  advantageous  to  locate  the  coal-sujjply  track  with  dumping-jiit 
and  elevator  on  the  rear  of  the  building.  The  cost  of  handling  coal  for  a  small  coaling  station  on  tliis 
system  will  prove  less  than  over  any  of  the  platform  systems,  and  will  be  as  cheap  as  in  a  high-chute 
system,  if  the  diminished  first  cost  and  maintenance  in  the  elevator  system  is  taken  properly  into 
account. 

Coaling  Station  -toith  Trough-conveyor  Elevator  at  Oneonta,  N.  Y.,  Dehncare  &^  Hudson  Canal  Co. — 
The  coaling  station  of  the  Delaware  &  Hudson  Canal  Co.  at  Oneonta,  N.  Y.,  used  for  coaling  loco- 
motives on  the  railroads  controlled  by  the  corporation  mentioned,  shown  in  Figs.  287  and  288,  con- 
sists of  a  set  of  elevated  pockets,  the  coal  being  carried  up  to  the  proper  elevation  for  filling  the  chutes 
by  an  inclined  trough-conveyor,  designed  and  built  by  the  Link-belt  Engineering  Co.,  of  Philadelphia, 
Pa.  The  pockets  are  60  ft.  long  X  20  ft.  wide  X  16  ft.  deep,  and  are  36  ft.  high  from  the  ground- 
level  to  the  top  of  the  pocket,  the  storage  capacity  being  200  tons.  The  location  is  parallel  to  the 
main  tracks,  and  four  chutes  with  properly  constructed  aprons  allow  the  coal  to  be  delivered  to  ten- 
ders on  the  sec:ond  track  in  front  of  the  chutes,  the  track  ne.xt  to  the  chutes  being  used  as  a  dumping 


158 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


track  only.  The  incline  for  the  trough-conveyor  is  only  80  ft.  long,  so  that  the  entire  structure  and 
approach  do  not  occupy  more  than  150  ft.  in  length.  Coal  is  delivered  to  the  foot  of  the  elevator 
by  dumping  from  cars  on  the  nearest  track  into  a  pit  below  the  track,  as  shown  on  the  plans.  In 
addition  to  the  storage  in  the  pockets,  surplus  storage  on  the  ground  is  provided  on  the  rear  of  the 
pocket,  where  a  storage-pile  on  the  Dodge  Storage  System  is  used,  from  which  pile  coal  is  fed  to  the 
foot  of  the  incline  when  required.  It  is  claimed  that  in  this  system  the  timber  structure  and  ground- 
space  occupied  are  reduced  to  a  minimum,  while  the  trough-conveyor  does  not  damage  the  coal,     The 


Fig.  2S7. — Front  Elevation. 


Fig.  288.— Ground-plan. 


cost  of  elevating  the  coal  is  only  nominal,  and  a  very  large  amount  of  coal  can  be  carried  in  stock  by 
the  introduction  of  a  Dodge  storage-pile  at  the  foot  of  the  incline.  The  plant  has  been  working  suc- 
cessfully at  Oneonta  since  1889. 

Proposed  Overhead  Coaling  Sfaiion  ivith  Trough-conveyor  Elevator  at  Hampton  Junetion,  N.  J., 
Central  Railroad  of  New  Jersey. —  The  overhead  coaling  station  for  two  tracks,  on  the  Central  Rail- 
road of  New  Jersey,  proposed  to  be  built  at  Hampton  Junction,  N.  J.,  in  connection  with  a  large  coal- 
storage  plant  on  the  Dodge  storage-pile  s}stcni,  designed  by  the  Link-belt  Engineering  Company,  of 
Philadelphia,  Pa.,  shown  in  Figs.  2S9  and  290,  consists  of  a  similar  arrangement  to  that  described 
above,  situated  at  Oneonta,  N.  Y.,  excepting  that  the  pockets  are  located  over  the  main  tracks  and 
discharge  through  chutes  vertically  into  the  tenders  underneath  them.  The  jiockets  are  31  ft.  long 
X  17  ft.  wide,  hopper-shaped,  the  bottom  of  the  hopper  being  24  ft.  above  the  main  tracks.  The 
total  storage  capacity  above  the  tracks  is  75  tons. 


COALING   STATIONS  TOR   LOCOMOTIVES. 


'59 


i6o 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


Suscinild  Coal-ihuti-  at  Jackson  Junction,  A/icJi.,  Michii^an  Cent/at  Railroad. — 'I'Iil-  fcirni    of   tliute 

illustrated  in  Figs.  2gi  tn  294,  copied  from  the  issue 
of  the  Railroad  Gazette  of  December  11,  1891,  is 
particularly  notewortliy  for  the  peculiarity  and  origi- 
nality of  the  devices  for  hanging  and  locking  the 
apron  and  door.  The  following  remarks  on  the  sub- 
ject are  made  in  the  publication  mentioned: 

The  form  of  coal-chute  pocket,  designed  by  Mr.  F.  G. 
Susemihl,  of  the  Michigan  Central  Railroad,  in  use  at  a 
number  of  points  on  western  lines,  has  the  chains  and 
weights  used  in  connection  with  the  pocket  so  adjusted 
that  the  outward  pull  of  the  top  of  the  apron  due  to  its 
vertical  thrust  beyond  the  pivot  is  taken  e-xactly  for  each 
position  of  the  apron.  This  amount  varies  from  nothing 
up  to  nearly  the  weight  of  the  apron.  The  balance-block, 
in  this  case  a  7-in.  x  lo-in.  x  6-ft.  oak  timber,  is  sus- 
pended below  the  pocket  from  a  point  at  the  rear  {A"), 
about  which  it  swings  with  the  two  f-iiich  rods  as  radii, 
at  either  end.  When  the  apron  is  down,  the  entire 
weight  of  tliis  block  is  held  by  the  other  end  of  the 
apron  chain,  but  as  the  apron  rises,  less  and  less  of  this 
weight  is  so  sustained  until  the  apron  is  closed,  when 
nearly  the  whole  of  the  weight  of  the  block  is  carried 
from  the  point  A.  As  will  be  readily  understood,  all 
necessity  for  latches  is  done  away  with,  as  the  closed 
apron  forms  an  absolute  and  reliable  lock  for  the  inner 
door.  Two  segmental  castings  are  attached  to  the  lower 
end  of  the  inner  door,  and  small  angle-iron  shoes  are  fitted 
over  the  lower  end  of  the  apron  at  each  side.  These  shoes 
rub  against  the  castings  and  thus  keep  the  inner  door 
J  closed  until  the  apron  is  nearly  down.  The  swinging 
W  radius  of  the  corner   of   the  shoe  and   the  radius  of   the 


casting  are  the  same,  but  tliecentreof  the  former  is  a  trifle 
■    ^'  "  ■  lower  and  forward  of  the  latter,  thus  constantly  relieving 

the  pressure  against  the  inner  door  as  the  apron  is  lowered.  The  casting  is  so  made  that  it  maybe  adjusted 
up  or  down  somewhat  by  loosening  the  f-in.  bolt  at  the  back.  The  friction  here  obtained  between  the 
angle-irons  and  castings  is  sufficient  to  prevent  any  gaining  of  momentum  by  the  apron,  and  yet  by  the 
manner  in  which  the  weight  is  taken  by  the  block  from  below  it  may  be  easily  moved  with  but  slight  effort, 
and  will  remain  at  any  inclination.  The  small  sketches  show  clearly  the  relation  of  the  apron  and  inner 
door  to  each  other  at  the  intermediate  and  two  extreme  points  of  movement. 

The  simplicity  of  construction,  the  absence  of  all  latches  and  small  parts,  and  the  fact  that  there  is  so 
little  to  get  out  cf  order,  would  be  sufficient  to  attract  the  attention  of  engineering  and  motive-power 
departments.  The  swinging  of  the  apron  from  a  point  several  inches  inside  its  lower  edge  by  means  of 
hooked  straps  allows  any  coal  dust  or  small  pieces  to  drop  through  to  the  ground  instead  of  clogging  up  the 
hinges.  All  the  iron  used  in  these  chutes  costs  between  five  and  five  and  a  half  dollars,  the  entire  cost  of 
building  being  considerably  less  per  pocket  than  with  many  of  the  forms  now  used  by  different  railroads. 
The  older  patterns  used  at  coaling  stations  are  not  only  difficult  to  operate,  but  frequently  cause  more  or 
less  serious  accidents  from  their  being  only  partially  locked — a  fault  not  uncommon  with  the  latching 
devices. 

Burnett-Clifton  Coal-chute. — The  style  of  coal-chute  known  as  the  Burnett  &  Clifton  coal- 
chute,  shown  in  Figs.  295  to  299,  copied  from  the  issue  of  the  Railroad  Gazette  of  December  18, 
1891,  is  used  by  the  Delaware  &  Hudson  Canal  and  Railroad  at  Mohawk,  N.  Y.,  also  by  the 
Chicago,  Rock  Island  &  Pacific  Railroad,  the  Chicago,  Burlington  &  Quincy  Railroad,  the 
Union  Pacific  Railway,  and  many  other  prominent  Western  railroads.  The  chute  combines  the  best 
features  of  the  chutes  patented  by  Messrs.  Burnett  &  Clifton,  who  disposed  of  their  interests  to 
Messrs.   Williams,   AVhite   &    Co.,    of     Moline,   111.       Tiie    jiatents   apply   mninly   to     the     irons     and 


COALING   STATIONS  TOR   LOCOMOTIVES. 


i6i 


^....in^imjjmiummu 


i=L_U: 


Fig.  291, — Front  Elevation. 


Fig.  292. — Cross-section, 


Fig.  293. — Detail  of  Lock. 


Fig.  294. — Detail  of  Positions  of  Apron. 


i62  BUILDINGS  AAD   STRUCrURRS  OF  AMERICAN   RAJ  I. ROADS. 


'^     (V       Boarcf^s  „     ,        ^ 


Fig.  296, — Cross-section  of  Pocket 
SHOWING  Location  of  Irons. 


Fig.  21)7.— Front  View  of  Pockki  Fig.  298.— Cross-section  of 

showing  AruoN  down  .and  Gate  open.  DouHLE-rocKBT. 


COALING   STATIONS   FOR   LOCOMOTIVES. 


163 


details  of  the  pockets  proper,  wliich  style  of  pockets  can  be  used  either  witli  the  style  of  coal-chute 
shown  in  Fig.  295,  delivering  the  coal  by  shovelling  from  cars,  or  with  a  regular  high-chute  dumping 
the  coal  from  hopper-bottomed  cars,  as  shown  in  Fig.  299. 

The  issue  of  the  Railroad  Gazette  mentioned  above  contains  tlie  following  remarks  on  the 
subject: 

The  change  in  this  chute  from  the  older  methods  in  taking  off  the  weight  of  the  apron  by  a  counter- 
weight, whose  vertical  resultant  shall  vary  the  same  as  that  of  the  weight  of  the  apron,  was  a  marked 
advance  from  the  dead  weights  formerly  used.  The  apron  and  arms  are  built  of  oak,  and  to  the  ends  of  the 
latter  are  fastened  cast-iron  blocks  of  about  fifty  pounds  weight  each,  v/hich  may  be  moved  forward  or  back 
to  adjust  the  proper  balance.  In  taking  coal  the  fireman  pulls  a  small  latch  at  the  top  of  the  apron,  which, 
when  slipped,  allows  the  easy  lowering  of  the  apron,  because  it  is  balanced.  As  the  counterweighted  arm 
rises  it  comes  in  contact  with  the  tail  of  a  pivoted  latch,  which  releases  the  inner  or  retaining  coal  door. 
The  sides  of  the  apron  are  spread  wider  than  this  coal-door,  and  are  formed  by  the  forward  end  of  the 
counterweight  arm.  To  the  lower  part  of  the  apron  the  lunges  on  which  it  and  the  arms  are  swung  are 
fastened,  there  being  a  slight  drop  to  the  coal  as  it  passes  out  of  the  pocket  on  to  the  apron. 


Fig.  299. — Cross-section  witu  Hkih-cuutes. 


Back  of  the  fulcrnm  line,  about  2  ft.  on  cacli  arm.  is  fastened  a  small  ratchet  plate,  into  wdiich  works  a 
ij-in.  pawl,  bent  out  5  in.  at  the  inner  end,  and  held  to  a  2-in.  flat  strap  by  a  split  key,  the  strap  being  held  to 
the  door-frame  with  bolts.  The  retaining  door-latch  is  offset  3  in.,  and,  by  means  of  a  notch  at  the  forward 
end,  engages  with  the  flat  strap.  A  guide  for  this  pawl  is  provided,  which  is  made  up  of  four  pieces,  pivoted 
together  and  fastened  back  by  the  short  end  pieces  to  the  frame. 

The  sides  of  the  apron  are  shod  with  2-in.  x  i-in.  x  J-in.  channel  iron,  which  is  also  used  for  stiffening 
between  the  sides  and  bottom,  with  several  24in.  strips  bent  at  right  angles  at  the  ndddle. 

This  arrangement  of  catches  (with  the  exception  of  the  one  at  the  top  of  the  apron)  is  entirely 
automatic,  and  all  the  pieces  have  been  made  of  such  proportions  as  to  especially  provide  for  durability. 
This  point  requires  special  attention  in  the  design  of  any  structure  of  this  character,  as  it  is  not  desirable  to 
be  obliged  to  have  any  meclianism  liable  to  break  or  get  out  of  order  at  outlying  coaling  stations.  There  is 
not  only  the  expense  of  taking  down  the  parts  and  sending  them  to  the  shops  for  repairs,  but  the  break 
may  occasion  the  delay  of  trains  either  in  getting  coal  or  in  the  inability  to  close  the  pocket  properly. 

In  Fig.  298  a  special  form  of  pocket   is  shown,  for  taking   part   or  all   of   the   coal,  as  is  needed.     The 


164 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


partition  door  is  hung  in  tlie  usual  manner,  and  shuts  against  the  iron-shod  oali  planking  of  the  incline. 
The  latching  device  is  quite  ingenious,  and  consists  of  long  T-shaped  arms  pivoted  a  little  below  the  centre, 
and  tilted  out  of  the  perpendicular  by  a  rod  pulled  from  the  front  of  the  chute,  thereby  disengaging  the 
small  pin  projecting  from  either  side  of  the  partition  door.  This  pin  slides  in  a  guide  slot,  the  arc  of  which 
is  struck  from  the  hinge  centre.  This  form  of  pocket  is  only  used  occasionally,  and  then  with  but  part  of 
the  pockets  at  a  station.  Their  advantages  over  the  single  pocket  are,  however,  becoming  appreciated,  and 
their  use  is  increasing. 

Fig.  299  shows  the  style  of  framing  used  where  coal  is  unloaded  into  the  pockets  from  bottom  or 
side  dumping  cars.  This  form  permits  also  the  unloading  from  the  ordinary  car  with  shovels,  and  is  well 
adapted  to  roads  having  large  numbers  of  dump-cars,  but  which  are  liable  to  receive  coal  at  times  in  foreign 
curs.     The  roof  in  this  case  is  abandoned  as  unnecessary,  in  part  at  least. 

Fig.  295  shows  in  a  condensed  form  the  pockets  both  open  and  closed,  and  the  style  of  framing  best 
adapted  for  use  at  division  points  with  regular  gondola  cars  in  the  service. 

With  any  form  of  locking  device  it  is  essential  that  there  should  be  certainty  of  action  at  all  times,  and 
that  both  sides  should  work  together.  Otherwise  the  filling  of  the  pocket  would  cause  a  bulging  and 
straining  of  the  hasps  or  catches,  increasing  the  chances  for  failure  of  the  fastenings  at  the  next  succeeding 
uidoading.  Or,  should  this  defect  be  very  marked,  there  might  be  an  opportunity  for  the  accidental  unload- 
ing of  the  pocket  on  to  the  track  below.  With  some  of  the  designs  of  latches  this  is  a  source  of  continual 
annoyance,  and  when  any  of  the  parts  become  bent  the  trouble  begins,  so  that  the  fewer  the  pieces  and 
tlie  straighter  and  simpler  they  are  in  outline,  in  so  far  is  this  evil  avoided. 

Another  system  is  the  raising  of  the  centre  track  high  above  the  pockets,  so  that  the  cars  may  be 
dumped  in  either  direction  and  provided  with  runners  between  pockets  to  prevent  overflow.  This,  however, 
allows  considerable  fall  for  the  coal,  and  increases  the  quantity  of  dirt  or  slack.  It  also  necessitates  the 
building  of  the  chute  much  stronger  than  otherwise,  on  account  of  the  thrust  against  the  front  of  the 
pocket,  due  to  the  momentum  of  a  large  body  of  coal  falling  this  distance  from  the  car  above.  The  e.\tra 
cost  of  a  high  trestle  and  the  daily  expense  of  raising  the  loaded  cars  this  additional  height  would  be  factors 
against  this  form  unless  otherwise  unavoidable. 

As  generally  built  the  pockets  are  placed  6  ft.  6  in.  centres,  the  inclined  approach  being  on  about  a  i  to 
16  grade,  built  up  of  bridge  timbers,  either  on  piling  or  trestlework  with  i6-ft.  bents.  This  will,  of  course, 
be  governed  by  the  ground-space  available  and  the  position  of  adjoining  buildings. 

Wherever  the  work  of  erection  is  done  by  the  railroad  building  department,  the  irons  only,  consisting  of 
the  latches,  catches,  weights,  locking-bolts,  stops,  etc.,  are  furnished  by  the  manufacturers. 

Coaling  Station  at  East  New  York,  Union  Elevated  Railroad,  Brooklyn,  N.  Y. — The  coaling  station 
of  the  Union  Elevated  Railroad  at  East  New  York  station,  Brooklyn,  N.  Y.,  shown,  in  general,  in  Figs. 
300    and   301,  is  an   overhead    coaling  system  for   locomotives    using   the    Hunt    conveyor   coaling 


Fig.  301. — Cross-section. 


system,  controlled  by  C.  W.  Hunt  Co.,  New  York,  N.  Y.  The  coal  is  dumped  from  cars  into  a  trough 
under  the  track  at  the  ground-level,  and  conveyed  thence  liy  a  Hunt  conveyor  with  swinging  buckets 
to  the  overhead  bridge  spanning  the  tracks,  where  the  coal  is  dumped  from  the  buckets  at  any  ])oint 
desired.  There  are  pockets  under  the  bridge  properly  trapped  off  and  provided  with  aprons,  so  as  to 
deliver  into  the  tenders  of  engines  below  them.  The  pockets  serve  also  as  measuring  pockets.  In 
addition  to  the  feature  of  putting  coal  up  on  the  bridge,  there  is  a  storage-pile  provided  on  the 
ground-level,  to  which  coal  can  be  delivered  by  the  same  conveyor.  When  required,  coal  is  drawn 
from  the  storage-pile  and  taken  by  the  same  conveyor  up  to  the  bridge.  The  system  is  especially 
valuable  where  the  land  is  limited,  as  efficient  and  cheap  service  can  be  combined  with  considerable 
storage  on  a  very  small  ground-space  and  at  a  comparatively  small  first  cost.     The  power  is  obtained 


COALING   STATIONS  FOR   LOCOMOTIVES. 


165 


from  a  small  stationary  engine  of  about  12  H.  P.     The  uptake  capacity  is  stated  to  be  considerably 
over  a  ton  per  minute. 

In  Fig.  302  is  illustrated  the  Hunt  conveyor  system  as  applied  to  a  coal-stocking  grounds. 


T  i'  f  ;  iMr  1 


Fig.  302. — Cross-section  of  Hunt  Conveyor  System. 

Coaling  Station  at  Velasco,  Tex. — The  coaling  station  at  Velasco,  Tex.,  on  the  I.  N.  T.  & 
C.  T.  N.  R.R.,  shown  in  Figs.  303  and  304,  shows  the  application  of  the  Hunt  coal-elevator  and 
steam-shovel  system  controlled  by  C.  W.  Hunt  Co.,  New  York,  N.  Y.,  to  a  coaling  station  for 
locomotives,  where  the  coal  supply  arrives  at  the  coaling  station  in  barges.  There  is  a  movable 
elevator-hoist  on  top  of  the  pockets  which  takes  the  coal  from  the  hold  of  the  vessels  with  a  steam- 
dredge  (or  in  buckets  filled  by  hand,  if  desired)  and  hoists  it  up  to  the  proper  elevation,  where  the 
bucket  is  tipped  automatically  and  discharged  through  a  hopper  backwards  into  the  coal-pockets 
proper.  Where  there  is  no  space  available  at  the  water-front,  the  Hunt  elevator  in  connection  with 
a  Hunt  automatic  railway  for  carrying  the  coal  farther  inland  is  a  very  good  system  to  adopt,  and  can 
be  higlily  recommended. 


Fig.  303.— Cross-section. 


Fig.  304.— Front  Elevation. 


Coaling  Station  at  Port  Richmond,  Philadelphia,  l^a.,  Philadelphia  1^  Reading  Railroad.— The 
coaling  station  of  the  Philadelphia  &  Reading  Railroad  at  Port  Richmond,  Philadelphia,  Pa., 
illustrated  and  described  in  tiie  issue  of  the  Railroad  Gazette  of  May  13,  1892,  uses  the  trougli- 
conveying  system  for  transferring  coal  into  a  series  of  elevated  pockets  for  delivery  to  locomotives. 
There  is  also  connected  with  the  coaling  station  an  inclined  ash-conveyor,  which  passes  below  the 
tracks  and  adjacent  to  sunken  ashpits.  This  ash-conveyor  takes  the  ashes  coming  from  the  engines 
out  of  the  sunken  pits  up  the  incline  to  a  large  elevated  steel  pocket,  whence  the  ashes  are  loaded 
on  to  cars. 


i66  BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS, 


CHAPTER   XVI, 
ENGINE-HOUSES. 

ENGINE-HOUSES  are  used  on  railroads  for  housing  engines  when  out  of  use,  and  for 
cleaning  engines  after  runs,  for  making  light  repairs,  washing  out,  etc.  In  some  layouts,  es- 
pecially on  small  roads,  or  at  points  of  minor  importance  on  large  systems,  an  engine-house 
has  frequently  a  small  shop  for  making  more  extensive  repairs  annexed  to  it,  and  sometimes 
a  drop-pit  is  added  to  allow  wheels  and  axles  to  be  taken  out. 

Engine-houses  along  a  railroad  are  generally  located  at  terminal  or  division  yards,  at 
junction  stations,  and  at  all  points  where  engines  are  changed  or  held  in  reserve.  The  site 
selected  is  usually  in  the  neighborhood  and  in  close  connection  with  other  structures  for  the 
train  service  and  engine  supplies,  such  as  coal-chutes,  water-tanks,  oil-houses,  sand-houses, 
ashpits,  etc.  These  auxiliary  structures  for  supplies,  etc.,  are  located  in  connection  with  the 
engine-house  in  such  a  way  as  to  allow  coal,  water,  sand,  oil,  waste,  and  other  supplies  to  be 
taken  on  board  the  engine,  either  on  its  waj'  in  or  out  of  the  house,  with  due  regard,  however, 
to  the  fact  that  the  drawing  of  such  supplies  or  discharging  of  ashes  must  not  be  allowed  to 
cause  any  serious  detention  to  other  engines  passing  in  or  out  of  the  house.  In  other  words, 
where  the  operation  of  taking  certain  of  these  supplies,  or  performing  certain  of  these  duties 
is  accompanied  by  delays,  then  there  should  be  a  special  open  track  leading  to  the  engine- 
house.  In  all  cases,  engine-houses  must  be  so  located  as  to  offer  easy  ingress  and  egress  from 
the  main  tracks  of  a  railroad,  or  be  located  close  to  an  open  track  or  a  main  leader. 

The  selection  of  the  general  style  and  size  of  an  engine-house  is  dependent,  more  or  less, 
on  the  section  of  the  country  that  the  building  is  located  in.  the  available  building  materials 
in  general  use,  and  the  number  of  engines  that  are  to  be  housed  simultaneously,  with  due 
allowance  for  possible  future  extensions.  The  topography  of  the  site  selected,  the  existence 
of  other  structures  in  tlie  neighborhood,  or  a  proposed  laj'out  for  shop  or  yard  purposes  in 
the  vicinity  of  the  proposed  site,  may  limit  or  define  the  shape  of  the  ground-space  available 
for  the  building  and  its  track  approaches,  and  influence  the  choice  of  the  general  design 
accordingly.  Relative  to  how  substantial  and  fire-proof  a  structure  to  erect,  the  importance 
of  the  house,  in  connection  with  the  operation  of  the  road,  should  be  considered.  If  the 
building  is  to  serve  as  an  auxiliary  house  at  some  subordinate  point,  or  intended  to  house  one 
or  more  engines  for  a  branch  line  at  a  junction  point,  the  choice  of  a  cheaper  class  of  building 
is  warranted,  as,  in  case  of  fire  or  a  ruSh  of  business,  engines  can  be  drawn  from  other  points 
and  allowed  to  stand  on  open  tracks.  If,  however,  an  engine-house  is  to  be  located  at  an 
important  terminal  or  division  yard,  where  the  traffic  is  constant  and  steady  and  large 
interests  would  suffer  in  case  of  a  fire  or  a  block,  t}Mng  up  a  large  number  of  engines  at  once, 
then  the  best  policy  to  pursue  is  to  build  as  first-class  and  substantial  a  structure  as  the 
financial  condition  of  the  road  will  permit. 


ENGINE-HOUSES.  /''{t^ 

Wliile,  tlierefore,  a  pcrniaiieiit  and  fire-proof  consUuclion   i^  desirable,  in  fad,  pn)|PUi:all}t~"      -^l^ 
necessar)',  where  a  lieavy  traffic   is  to  be   considered   and   the  location   is   permanenl//it  is  a-jrj       rr 
mistake   to   run    up   the   construction    account  of   a   small    road  or  of   a   new  cnterpBi^  ■v*th^3!>  H"  §2 
expensive   structures   for  housing  engines.     After  operating  a  new  road  for  some  tibi©  it  is^" 
frequently  found  desirable  to  make  a  change  in  the  engine  runs,  to  transfer  a  proposelffl^ihop,^ 
system  or  yard  to  another  point,  or,  through  combinations  with  other  roads,  important'^inc- 
tion  points  are   created  which  were   never  thought  of   at   the  outset.     The   author   kno\v* 
numerous  cases  "where  expensive  roundhouses  have  been   torn  down  or  else  used   for  other 
purposes  than  originally  intended.     P'rame  buildings,  sheathed  on   the  outside  with  weather- 
boarding  and  roofed  with  tarred  felt  or  a  gravel  roof,  are  extensively  used  on  the  Northern 
Pacific  Railroad.     Other  roads  use  frame  structures,  sheathed  with  corrugated  iron  and  roofed 
with  corrugated  iron,  tin,  slate,  or  gravel  roofing.     Then  there  are  buildings  of   a  more  sub- 
stantial character,  with  brick  or  stone  walls,  iron  fronts,  and  wooden,  combination,  or  iron  roof- 
trusses,  covered  with  a  slate  or  gravel  roof. 

Engine-house  designs  can  be  divided,  according  to  the  usual  practice  encountered  in  this 
countr}',  into  square  houses  and  into  po'lygonal  houses  or  "  roundhouses,"  as  they  are  generally 
called.  The  former  are  in  use  mainl)-  for  smaller  structures,  the  latter  almost  universally  for 
larger  houses.  Large  square  houses  are  sometimes  preferable,  owing  to  the  shape  of  the 
ground-space  available  for  the  house  and  track  approaches,  and  also  where  an  engine-house  is 
to  be  used  for  considerable  repair  work  in  addition  to  housing  engines.  There  are  a  large 
number  of  other  possible  forms  of  engine-houses,  some  of  which  have  been  used  very  exten- 
sively in  otlier  countries;  but  it  can  be  stated  that  in  this  country,  as  a  rule,  under  ordinary 
conditions,  roundhouses  have  practically  superseded  all  other  designs  for  large  engine-houses. 
Nevertheless,  in  the  author's  opinion,  large,  square  houses  have  marked  advantages  under 
certain  conditions,  and  merit,  therefore,  more  attention  in  practice. 

An  engine-house  for  a  limited  number  of  engines  consists,  usually,  of  a  square  building, 
into  which  one,  two,  or  more  tracks  enter  at  one  gable  end,  the  length  of  the  building  being 
in  excess  of  the  longest  engine  used,  and  the  width  being  dependent  on  the  number  of  tracks 
in  the  building.  Sometimes  the  house  is  made  long  enough  to  accommodate  two  or  more 
engines  behind  each  other  on  the  same  track  ;  it  is  not  good  practice  to  place  more  than 
two  engines  in  the  same  stall,  but  even  then  there  should  be  doors  on  the  rear  of  the  house, 
as  well  as  on  the  front,  as  otherwise  it  would  be  difficult  to  get  the  rear  engine  out  of  the 
house  if  the  front  engine  did  not  have  steam  up.  The  approach  to  these  houses  is,  usually, 
by  a  track  system  leading  off  a  leader,  although  sometimes,  to  economize  space,  the  tracks 
run  out  of  the  building  to  a  turn-table,  which,  however,  is  not  good  practice,  unless  a  turn- 
table to  turn  engines  would  have  to  be  built  and  maintained  anj'how  in  the  vicinit}',  in  which 
case  the  turn-table  could  serve  for  both  [jurimses.  But,  unless  sucli  is  the  case,  a  regular  track 
approach  is  the  best  method  to  pursue  witli  a  small  square  house,  provided  there  is  sufficient 
ground-space  available  for  that  purpose. 

For  very  large  square  engine-houses  a  transfer-table  is  used  with  good  results,  especially 
where  the  transfer-table  is  loeateil  some  <listance  from  the  house,  so  as  to  give  a  space  for 
engines  to  stand  between  the  transfer-table  and  the  face  of  the  house,  so  that  in  case  of  fire 
the  engines   can   be   run   out  of  the  house  (juickly.     The  transfer-table  system   requires    the 


168  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

least  giound-spacc  of  all  eiigiiiehousc  design.s  ;  but  it  has  the  same  disadvantage  compared  with 
a  track-approach  s}'stem  as  a  turn-table  system  has,  namel}',  a  breakdown  of  the  transfer-table 
or  of  the  turn-table,  or  a  blockade  on  the  open  track  leading  immediately  to  or  from  the  table, 
will  cause  a  serious  blockade  of  the  entire  business  of  the  road,  similar  to  the  consequences  of  an 
accident  on  the  main  track.  The  track-approach  system  has  the  decided  advantage  of  offering 
less  opportunities  for  a  general  blockade,  and  it  allows  engines  to  be  removed  very  quickly 
from  the  house  in  case  of  fire. 

The  usual  style  of  an  engine-house,  known  in  this  country  as  a  roundhouse,  consists  of  a 
house  built  in  a  circular  form  around  a  turn-table,  with  tracks  leading  from  the  turn-table 
radially  into  the  house.  The  building  can  either  be  built  as  a  full  circle,  known  as  a  closed  or 
full-circle  roundhouse,  or  it  can  be  a  segment  of  a  circle,  known  as  an  open  or  segmental  round- 
house. The  walls  of  the  building  are  not  actually  built  circular,  but  in  the  shape  of  a  polygon, 
the  circle  being  divided  up  into  stalls  or  panels,  the  walls  in  each  panel  being  built  on  the  chords 
connecting  the  panel  points.  It  is  customary  to  provide  two  passage-ways  into  a  closed  round- 
house, through  two  of  the  stalls,  so  that  in  case  of  a  block  on  one  track  the  other  track  can  be 
used.  Two  approach  tracks  to  the  turn-table  are  also  frequently  introduced  in  a  segmental 
roundhouse,  but  in  this  case  they  do  not  usually  run  through  the  building,  but  in  front 
of  it,  so  that  all  stalls  in  the  building  are  available  to  stand  engines.  The  passage-ways 
to  the  turn-table  through  a  closed  roundhouse  are  walled  on  each  side,  so  as  to  act  as  fire- 
walls and  allow  the  house  to  be  heated  better  in  winter.  In  addition,  in  large  engine-houses, 
special  fire-walls  are  introduced,  so  as  to  divide  the  interior  of  the  building  into  several  parts, 
retarding  thereby  the  spread  of  a  fire  throughout  the  building.  Where  the  ground-space  is 
available,  it  will  be  found  more  economical  to  place  the  building  as  far  away  from  the  turn- 
table as  feasible,  as  a  larger  number  of  engines  can  be  thereby  accommodated  under  the  same 
roof  surface,  while  in  case  of  fire  the  engines  can  be  run  out  of  the  stalls  in  front  of  the 
tracks.  The  size  of  the  house  can  generally  be  so  selected,  that  the  engines  on  every  other 
stall  can  be  run  out  of  the  house  without  interfering  with  each  other,  which  feature  offers  the 
additional  advantage,  that  surplus  engines  can  stand  temporarily  between  the  house  and  the 
turn-table,  when  the  house  is  full.  Segmental  polygonal  houses  have  been  built  with 
track  approach  in  place  of  a  turn-table.  This  method  offers  all  the  advantages  of  a 
special  track  approach,  but  it  is  only  feasible  where  the  necessary  ground-space  is  available, 
and  as,  usually,  where  a  large  engine-house  has  to  be  built  a  turn-table  is  required  an)'how  for 
the  turning  of  engines,  it  seems  more  correct  to  always  place  a  turn-table  in  combination 
with  a  roundhouse. 

The  advantages  of  a  square  house  with  special  track  approach  arc,  that  delays  from  break- 
downs, blockades,  or  loss  b}'  fire  arc  not  so  liable  to  occur ;  the  house  is  cheaper  and  simpler  to 
build,  especially  for  a  small  house  with  onl)-  a  few  stalls;  and  the  engine-house  foreman  will 
have  a  better  oversight  over  the  whole  building  than  in  a  roundhouse, — which  is  quite  impor- 
tant where  there  is  considerable  work  and  repairs  to  be  done  around  the  engines.  But  the 
disadvantage  of  a  track  approach  is  that  it  takes  up  considerable  ground-space. 

The  advantages  of  a  square  house  with  a  transfer-table  are,  that  it  takes  up  proportionately 
the  least  ground-space  of  any  system  ;  a  cheaper  and  simpler  house  can  be  built  ;  a  better  over- 
sight had  of  the  work  going  on   in   the  buikling  than   in  a   roundhouse  ;  and  the  extension  of 


ENGINE- HO  USES.  169 

the  buildiiiL;  iiiilcfinitol)'  is  only  liniilctl  b)'  the  laiul  ,i\ailablc.  For  d  siu.iU  luui.sc  Ihc  cun- 
struction  of  a  transfer-table  would  not  pay.  The  disachautages  are,  however,  that  breakdowns 
are  more  liable  to  cause  a  blockade,  and  in  case  of  fire  the  engines  cannot  be  removed  as 
expeditiously  from  the  house  as  in  a  house  with  track  approach,  although  by  the  use  of  a 
space  between  the  house  and  the  transfer-table,  as  above  described,  considerable  can  be  done 
to  eliminate  this  latter  objection. 

The  advantages  of  a  roundhouse  with  a  turn-table  are  economy  of  ground-space,  as  com- 
pared with  a  large  house  with  a  track  approach  or  a  square  house  with  tracks  leading  to  a  turn- 
table. A  good  light  can  be  thrown  on  all  engines,  and  the  width  of  the  stall  is  greatest  at  the 
outer  wall,  so  that  the  best  light  and  the  most  floor-surface  around  the  engine  exist  at  the 
head  of  the  engine,  as  engines  almost  invariably  run  into  a  roundhouse  head  first.  A  round- 
house can  also  be  built  in  sections  at  a  time,  without  in  any  way  harming  the  general  design,  as 
the  wall  at  the  end  of  each  section,  if  built  solidh',  can  remain  as  a  fire  wall.  The  objections 
to  a  roundhouse  are,  that  the  building,  as  compared  with  a  square  house,  is  more  costly  and 
complicated,  and  a  general  oversight  of  the  work  going  on  in  the  house  is  not  as  easy  as  in  a 
square  house.  A  breakdown  at  the  turn-table  or  on  the  main  track  leading  to  the  house  might 
cause  a  serious  blockade,  and  in  case  of  fire  a  roundhouse  in  combination  with  a  turn-table, 
especially  a  closed  roundhouse,  even  under  the  best  conditions,  is  not  much  better  than  a  fire- 
trap. 

The  following  general  remarks,  relating  more  or  less  to  all  classes  of  engine-houses,  are 
pertinent  to  the  subject  under  discussion. 

Practice  in  this  country  has  developed  beyond  pcradventure  that  the  proper  roofing 
material  to  use  is  slate  or  a  tarred  felt  or  gravel  roof,  as  the  sulphurous  gases  from  the  smoke 
of  the  engines  destroy  any  other  form  of  roofing  material  very  speedily.  If  slate  is  used,  a 
higher  pitched  and  heavier  roof  has  to  be  built,  which  causes  greater  expense,  and  the  building 
being  so  high,  it  is  more  difficult  to  heat  in  winter.  But  a  slate  roof  is  more  durable,  particu- 
larly if  a  first-class  grade  of  slate  is  used,  fastened  with  copper  nails,  and  laid  on  two  or  three 
layers  of  building-paper.  A  tarred  felt,  or  tarred  felt  and  gravel  roof  combined,  especiall)-  the 
former,  will  allow  of  a  very  light  roof  construction  ;  but  it  is  not  very  durable  as  against  the 
weather,  although  it  will  withstand  the  gases  penetrating  to  it  from  the  interior  of  the  house 
better  than  the  usual  metal  roofing  materials. 

The  ventilation  of  an  engine-house  is  a  very  essential  element.  Large,  properly  tlesigned 
ventilators  at  the  peak  of  the  roof  are  desirable,  but  iji  northern  climates  provision  should  be 
made  for  closing  the  ventilators  when  desired,  so  as  to  keep  the  heat  in  the  house  when  re- 
quired, while  in  southern  sections  of  the  country  plain  open-louvred  ventilators  are  admissible. 
Smoke-stacks  should  be  provided  at  the  point  over  the  stalls  where  the  smoke-stacks  of  engines 
are  when  in  the  house.  These  stacks  should  have  a  movable  lower  bell-shaped  piece,  that  can 
be  lowered  over  the  smoke-stack  of  the  engine.  The  top  of  the  stack  should  be  arranged  so 
as  to  exclude  wind  and  weather.  As  sheet-iron  smoke-stacks  are  eaten  out  very  quickly,  cast- 
iron  is  used  to  quite  an  extent,  but  it  makes  a  very  clumsy  and  heavy  construction.  Galvanized 
iron  stacks  have  been  introduced  with  consitlerable  advantage,  and  terra-cott.i  flues  have  also 
been  put  on  the  market  for  this  purpose. 

The  floor  in  an  engine-Jiouse  is  made  eitiicr  of  cinders,  cement,  stone,  asphalt,   or  timber. 


I70  BUILDINGS   AND    STRUCTURES   OF  AMERICAN    RAILROADS. 

In  all  cases  it  is  preferable  to  lia\'e  the  floor-level  thish  with  the  tup  ol  the  idils  uf  the  house, 
so  that  trucking  can  be  done  through  the  house  more  conveniently.  For  small  houses  a 
cinder  floor  will  answer,  although  it  has  the  objection  that  trucking  cannot  be  tlone  readily 
through  the  house,  and  the  cinder  will  get  into  the  pits  and  help  clog  the  drains.  Where 
timber  is  cheap,  a  rough  plank  floor,  two  or  three  inches  thick,  laid  on  mud-sills,  bedded  in  the 
cinder,  will  prove  preferable.  For  a  large  engine-house,  a  stone  slab,  cement,  or  asphalt  floor 
is  preferable.  The  main  objection  to  the  asphalt  flooring  is,  that  heavy  trucking  and  the  use 
of  hydraulic  jacks,  unless  proper  care  is  taken,  will  wear  ruts  and  holes  which  are  not  ver)' 
readily  repaired.  While  a  cement  floor  has  similar  objections,  repairs  can  be  made  more 
easily  and,  what  is  of  a  further  advantage,  they  can  be  made  by  the  ordinary  help  connected 
with  the  engine-house.  In  sections  of  the  country  where  stone  slabs  arc  cheap  and  easily 
obtainable,  it  will  be  found  that  they  make  an  excellent  floor,  requiring  very  few  rei)airs. 
Except  on  newly  made  ground,  the  use  of  plank  floors  on  joists  is  not  to  be  recommended, 
unless,  possibly,  in  sections  of  the  country  where  timber  as  a  building  material  predominates. 
In  all  cases  the  floor  should  be  properly  dished,  so  as  to  allow  drainage  of  the  floor  into  the 
pits  or  into  gutters.  Cleanliness  of  an  engine-house  floor  is  an  essential  feature  of  good 
management,  and  flooring  materials  that  will  allow  the  floor  to  be  frequently  flushed  with 
water,  without  detriment,  should  have  the  preference. 

The  drainage  of  an  engine-house  should  be  first-class,  as  all  the  elements  which  contribute 
to  the  rapid  deterioration  or  the  easy  blocking  of  a  sewer  are  present  in  the  drain  leading  from 
an  engine-house.  The  best  method  to  drain  the  pits  is  to  allow  them  to  discharge  at  the 
lower  end  through  a  grating  into  a  properly  designed  cesspool,  which  in  turn  overflows  into  a 
box-sewer,  running  around  the  house,  between  the  ends  of  the  pits  and  the  wall  of  the  build- 
ing. The  gradients  of  the  drains  should  be  ample,  if  possible,  to  allow  water  to  run  easil}',  and 
the  box-sewer  mentioned  should  be  large  enough  to  allow  a  man  to  enter  and  clean  it  out,  by 
providing  man-holes  at  proper  places.  If  the  closed  sewer  is  not  made  large  enough  for  a  man 
to  enter,  then  it  should  be  an  open  box-drain,  covered  with  timber  or  stone  slabs  in  such  a 
way  as  to  be  easily  accessible  without  having  to  tear  up  the  floor  of  the  house  in  the  \'icinity 
of  the  sewer.  For  small  engine-houses,  of  a  few  stalls  only,  and  where  the  drain  is  short, 
pipes  can  be  used,  as  they  can  be  either  flushed  with  water  or  else  a  swab  introduced  and  run 
through.  The  roof  water  is  usually  drained  through  down-conductors  inside  the  house  into 
the  pits  or  into  the  main  sewer. 

Engine-houses  are  heated  by  stoves  or  by  steam-pipes.  The  former  method  is  all  right 
for  small  houses  and  for  houses  where  a  special  steam  plant  for  sujiplying  steam  for  heating 
purposes  only  would  not  pay.  Large  round  cast-iron  stoves  are  usually  employed  for  this 
purpose,  set  between  two  pits,  the  stove-pipe  being  generally  led  into  the  smoke-stack  over 
one  of  the  adjacent  pits.  For  large  iiouses,  where  feasible,  steam  heat  is  preferable,  as  it 
reduces  the  danger  from  fire  and  does  not  occupy  floor-space.  The  main  steam  supp!\'-pipe 
is  usually  carried  through  the  house  overhead,  hung  from  the  roof;  but  where  an  open  box- 
drain  exists,  it  will  be  found  convenient  to  carry  water  and  steam  pipes  on  brackets  in  the 
upper  part  of  the  drain,  as  they  are  thus  out  of  the  wa\'  and  )-et  readily  accessible  for  inspec- 
tion and  repairs.  As  to  the  proper  location  of  the  steam-coils,  considerable  difl'erence  can  be 
noted  in  practice.     The  placing  of  the  steam-coils  along  the  sides  of  the   engine-pits  has  the 


ENGINE-HOUSES.  171 

advantage  of  allowing  the  heat  to  spread  more  uniformly  throughout  the  house,  and,  in 
addition,  it  allows  the  heat  to  strike  the  bottom  of  the  engine  first,  which  is  very  desirable 
in  w  inter,  so  as  to  thaw  out  the  ice  and  snow  adhering  to  the  machinery  when  the  engine  is 
housed  after  a  run.  The  onlj-  objections  are  that  the  steam-pipes  narrow  up  tlie  clear  width  of 
the  engine-pits,  which  is  objectionable  in  making  engine  repairs,  and  the  closeness  of  the  steam- 
pipes  and  the  direct  heat  is  objectionable  for  the  wipers  and  repair  men,  who  have  to  work  in 
and  around  the  pit.  In  other  designs  the  steam-coils  are  placed  along  the  walls,  which  method 
has  the  objection  that  the  general  heating  of  the  house  is  more  difficult  and  more  heat  is  lost 
in  that  wa)',  and  if  work-benches  are  placed  along  the  walls  it  is  very  undesirable  for  the  work- 
men to  have  to  stand  in  such  close  proximity  to  the  steam-coils.  In  other  houses  the  steam- 
coils  are  hung  from  the  roof,  below  the  roof-trusses,  the  heat  being  thrown  downwards  and 
thus  diffused  throughout  the  house  without  causing  any  inconvenience  to  the  workmen.  This 
method,  however,  lequires  more  steam  to  keep  the  temperature  at  the  proper  degree  under 
the  pits  and  at  the  floor-level,  but  where  the  roof  is  low  and  flat  the  loss  is  probably  not  very 
serious.  In  general  it  can  be  said  that  in  northern  sections  of  the  country  low  flat  roofs  are 
preferable  to  high,  double-pitched  roofs,  as  the  heating  of  the  house  in  the  former  case  is  so 
much  more  readily  effected.  But,  on  the  otiier  hand,  the  roof  construction  would  have  to  be 
heavier,  and  the  roofing  material  would  deteriorate  more  rapidly,  owing  to  the  greater  accu- 
mulation of  snow  on  the  roof  in  winter. 

Relative  to  light  in  an  engine-house,  large  windows  and  transom-lights  should  be  inserted 
wherever  possible,  as  good  light  is  a  most  essential  requisite  to  insure  cleanliness  in  the  house, 
a  thorough  cleaning  of  the  engines,  and  to  facilitate  inspections  and  repairs.  When  necessary, 
skylights  should  be  introduced  in  the  roof,  but  it  is  better  to  avoid  them  if  possible.  For  a 
large  square  house  the  "saw-tooth"  system  of  roof  affords  the  best  opportunity  to  light  the 
interior  of  the  building  at  all  points  by  a  diffused  light  from  above,  which  is  the  best  light 
that  can  be  had  in  a  workshop.  The  lighting  at  night  is  done,  preferably,  with  electric  lights 
where  feasible,  thcreb}-  reducing  the  danger  from  fire  and  the  expense  and  trouble  connected 
with  having  to  maintain  lamps  throughout  the  building,  in  case  work  goes  on  extensively  all 
night  long  in  the  house. 

The  engine-doors  in  an  engine-house  are  always  hung  in  pairs  and  should  be  well  glazed, 
unless  ample  light  is  otherwise  provided.  Tiiey  are  either  square-top  or  circle-top,  the  former 
being  the  cheapest.  The  selection  between  the  two  is  generally  dependent  on  the  st)-le  of 
construction  adopted  to  span  the  door-opening.  The  doors  are  very  frequentl)'  made  to 
swing  outwardly,  which  allows  the  house  to  be  made  about  five  feet  narrower;  but  this 
method  has  the  objections  that  the  wind  is  liable  to  catch  the  doors,  and  in  northern  climates 
the  snow  and  ice  collecting  on  the  doors  and  on  the  ground  will  give  considerable  trouble.  It 
is  desirable,  therefore,  and  the  best  practice,  especially  in  northern  sections  of  the  countr)',  to 
swing  doors  inwardh'.  One  or  more  of  the  engine-doors  in  a  house  should  be  pro\-ided  with 
a  small  wicket-door,  so  as  to  allow  men  to  pass  in  and  out  of  the  house  more  easil)-. 

Within  recent  years  steel  roller-shutter  doors  for  engine-houses  have  been  introduced  on  a 
number  of  railroads,  among  others  in  tiic  nnnulliouse  of  the  Ilousatonic  Railroad  at  Bridge- 
port, Conn.  ;  also  in  till-  roundiiouse  of  tiie  Chicago  &  Northwestern  Railroad,  at  West 
Chicago,    111.  ;     and    in    the    engint--iiousi-    of    the    Lehigli    Valley  Railroad    at   Towanda,   Pa. 


172  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

The  advantages  are  that  the  door  is  fire-proof  and  no  floor  sp.ace  has  to  be  reserved  inside  the 
house  to  swing  the  doors  open.  The  objections  are  that  the  cost  is  in  excess  of  an  ordinary- 
wooden  engine-door,  although  not  ver}'  lieavih-  in  excess  of  the  cost  of  a  large,  well-built  and 
well-glazed  circle-top  door.  The  main  objection,  however,  is  that  the  lighting  of  the  house 
has  to  be  provided  by  transom-lights  over  the  doors  or  skylights  in  the  roof.  If,  however,  the 
light  in  the  house  is  otherwise  well  provided  for,  independently  of  the  doors,  and  a  first-class 
fire-proof  structure  is  desired,  then  the  use  of  steel  roller-shutter  doors  can  be  highly  recom- 
mended. 

The  questions  involved  in  the  construction  of  the  engine-pits  are  similar  to  those  discussed 
previously  in  the  chapter  on  Ashpits,  although  the  deteriorating  effects  do  not  exist  to  such  an 
extent  in  engine-pits  as  in  ashpits.  The  pits  do  not  have  to  be  lined  with  firebricks.  Tim- 
ber pits  are  only  admissible  in  cheap  engine-houses,  or  in  sections  of  the  country  where 
timber  is  used  almost  universally  for  all  building  purposes.  The  choice  between  brick  side 
walls  or  stone  side  walls  will  be  dependent  on  the  relative  value  of  these  two  building  materials. 
Stone  walls,  however,  are  generally  made  heavier  than  brick  walls,  and  therefore  require  more 
material.  Relative  to  the  coping  and  the  fastening  of  the  rails  to  the  coping,  the  remarks 
made  in  the  chapter  on  Ashpits,  referred  to  above,  will  practically  apply  to  engine-pits. 

An  ample  water  supply  is  needed  to  clean  the  engines,  wash  the  floors,  flush  out  the 
pits  and  drains,  and  wash  out  the  boilers.  Engines  have  sometimes  to  take  water  by  means 
of  a  small  hose  before  leaving  the  house.  H}'drants  should  be  provided  at  intervals  along  the 
outside  walls,  or  else  sunk  in  pits  under  the  floor  at  intervals  between  the  stalls,  the  opening 
being  covered  with  a  suitable  grating  or  door. 

Relative  to  turn-tables,  the  size  should  be  ample  not  only  to  accommodate  the  largest 
engine  in  use  on  the  road,  but  to  allow  for  the  probable  increase  in  the  length  of  engines 
within  the  life  of  the  turn-table  or  engine-house.  Timber  turn-tables  are  practically  obsolete 
to-da\',  excepting  for  very  small  engines  on  lines  with  light  traffic.  Cast-iron  turn-tables,  while 
having  some  good  features,  are  also  seldom  used  to-day.  Wrought-iron  or  steel  ])late-girder 
turn-tables  are  the  best  in  use,  provided  they  are  not  built  to  carry  only  the  weight  of  an  engine 
the  same  as  for  a  bridge,  but  are  proportioned  with  a  great  excess  of  strength  to  give  amjilc 
stiffness,  and  also  to  allow  for  the  probable  increase  in  the  weights  of  engines.  The  masonry 
connected  with  a  turn-table,  and  especially  the  foundations,  should  be  of  the  very  best  for  the 
purpose,  as  a  settlement  of  the  centre  pier  or  of  the  circular  track  would  prove  very  detri- 
mental to  the  easy  working  o.f  the  table.  In  northern  climates  a  very  good  design  is  to  keep 
the  paving  of  the  pit  and  the  liench-wall  for  the  circular  rail  some  distance  below  the  beittom 
of  the  table,  so  that  the  operation  of  the  table  does  not  have  to  be  stopped  for  light  snows,  and 
it  is  only  when  a  heavier  snowfall  takes  place  that  the  pit  has  to  be  cleaned  out.  Most  of  the 
remarks  made  above  with  reference  to  turn-tables  will  apply  also  to  transfer-tables.  Turn- 
tables are  usually  turned  by  hand,  although  for  tables  60  ft.  in  diameter  and  over  steam  and 
electricity  have  been  introduced.    Transfer-tables  are  worked  by  steam,  w  ire-cable,  or  electricity. 

As  referred  to  above,  the  walls  of  an  engine-house  can  be  either  built  as  a  frame  struc- 
ture, sheathed  with  weather-boarding  or  corrugated  iron,  or  a  more  substantial  structure  with 
brick  or  stone  walls  can  be  adopted.  In  case  of  stone  walls,  it  is  best  to  make  the  wall 
heavier  and  omit   all  panelling  and   pilasteis.      In   case  of  brick  walls,  ordinar\-  panelling  and 


ENGINE-HO  USES.  1 73 

pilasters  can  be  used  ;  but  the  elaborate  cornice  and  frieze  work,  introduced  so  frequently  on 
such  buildings,  should  be  reduced  to  the  least  possible  amount  consistent  with  the  importance 
and  the  surrouniliugs  of  the  buikling.  A  plain  cornice  will  generally  be  more  effective,  and 
prove  in  better  harmon}'  with  the  rest  of  the  structure.  In  a  fire-proof  structure,  cast-iron 
window  sills  and  lintels  are  a  good  feature.  Cast-iron  window  aprons,  on  the  inside  of  the 
window,  are  very  good  to  protect  the  inside  ledge  of  the  window  opening;  and,  if  built  on  a 
slope,  will  prevent  the  use  of  the  window  for  depositing  oil-cans,  waste,  tools,  etc.,  which 
make  an  engine-house  look  untidj-,  and,  to  a  certain  extent,  increase  the  danger  of  fires.  The 
placing  of  a  blind  arch  or  lintel  in  the  outer  wall,  opposite  the  end  of  an  engine-pit,  will  prove 
serviceable  in  case  an  engine  should  be  run  off  the  pit  and  strike  the  wall,  as  there  would  be 
less  chance  of  damage  to  the  roof  and  cornice.  Good  patent  rail-stops,  provided  at  the  end 
of  the  pit,  will  almost  eliminate  the  clianccs  of  an  engine  striking  the  wall,  so  that  making 
special  provision  for  an  accident  of  this  kind  is  not  particularly  warranted. 

The  roof-trusses  in  engine-liouscs  arc  either  combination  trusses  of  wood  and  iron,  or  all 
iron,  or  wooden  girders  on  posts.  The  use  of  timber  for  roof-trusses  is  warranted  for  smaller 
houses,  and  where  the  fire-proof  element  of  the  design  is  not  considered  essential.  With  the 
exception  of  the  greater  danger  in  case  of  fire,  a  timber  roof  has  the  advantage  over  an  iron 
roof  in  an  engine-house,  that  it  is  not  attacked  so  seriously  by  the  sulphurous  gases  contained 
more  or  less  in  the  atmosphere  in  the  upper  part  of  the  house,  so  that  a  timber  roof,  kept 
well  painted  or  whitewashed,  will  give,  probably,  in  the  long-run,  about  as  efficient  a  service 
as  an  all-iron  roof-truss.  In  regard  to  the  fire-proof  feature  of  the  all-iron  engine-house  roof- 
truss,  as  usually  made,  it  will  prove,  as  a  rule,  in  case  of  a  fire,  to  be  an  illusion,  the  same  as 
the  bulk  of  so-called  fire-proof  constructions  in  buildings.  The  usual  style  of  an  iron  truss 
for  an  engine-house  is  the  triangular  system,  with  deck-beam  principal  rafters  and  the  bottom 
chord  formed  of  tie-rods.  The  lateral  bracing  throughout  the  house  consists  of  light  rods, 
more  serviceable  for  erection  purposes  and  for  lining  up  the  trusses  than  for  stiffness.  The 
trusses  are  therefore  dependent  for  lateral  stiffness  on  the  timber  purlins  and  roof  boards,  so 
that  when  the  latter  are  destroyed  by  fire  the  trusses  will  not  have  sufificient  stability  to 
stand  alone.  If  iron  roof-trusses  are  to  be  adopted,  the  author  considers  that  more  attention 
should  be  given  to  building  stiff  trusses,  with  more  lateral  stability  and  bracing  and  stiff  bot- 
tom chords.  Where  a  slate  roof  is  to  be  used,  the  double-pitched  high  roof  is  preferable. 
The  adoption,  however,  of  a  low,  single-pitched  roof  is  the  very  best  construction  in  case  a 
tarred  felt  or  gravel  roof  is  to  be  employed.  For  roofing  over  large  square  houses  the  "saw- 
tooth "  system  of  roofs  has  decided  advantages.  In  general,  it  can  be  said  that  the  intro- 
duction of  posts  in  the  interior  of  an  engine-house,  if  not  placed  too  close  to  each  other,  is 
not  such  a  detrimental  feature  as  frequently  assumed  in  designing  an  engine-house. 

In  order  to  facilitate  the  removal  of  engines  from  a  house  in  case  of  fire,  it  is  desirable  to 
have,  and  the  author  has  built,  engine-houses  with  a  down  grade  on  the  tracks  in  the  house 
and  extending  across  the  space  in  front  of  the  house  for  some  distance. 

While  above  remarks  refer  to  roundhouses,  as  well  as  other  classes  of  engine-houses,  the 
following  notes  applying  more  particularly  to  roundhouses  will  prove  interefting. 

The  choice  of  the  size  of  a  roundhouse  is  governed  bv  the  diameter  of  the  turn-table  se- 


174  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

lected,  the  width  of  the  house  required,  and  the  arrangement  of  llie  tracks  around  the  turn- 
table, so  as  to  lead  off  properly  from  the  turn-table,  and  give  door-openings  of  ample  clear 
width  on  the  inner  circle  of  the  house.  In  some  cases  it  is  also  desired  to  keep  the  inner 
front  of  the  house  sufficiently  far  away  from  the  turn-table,  to  allow  engines  to  stand  outside 
of  the  house  in  front  of  the  stalls,  or  at  least  in  front  of  every  other  stall. 

The  tracks  are  arranged  around  the  turn-table  in  three  ways.  First,  so  as  to  omit  frogs 
entirely,  the  outside  flanges  of  the  nearest  rails  of  neighboring  tracks  just  touching  each  other 
at  the  face  of  the  turn-table  pit.  The  second  method  is  to  allow  the  same  two  rails,  just  re- 
ferred to,  to  be  joined  together  the  same  as  in  a  frog ;  in  other  words,  to  place  the  point  of 
the  frog,  if  it  can  be  so  called,  at  the  face  of  the  turn-table  pit,  which  method  is,  however,  not 
desirable,  as  the  point  is  soon  battered  down  by  the  blows  received  when  engines  pass  over 
it.  The  third  method,  and  the  one  in  most  general  use  for  houses  with  large  diameters,  is  to 
arrange  the  tracks  around  the  turn-table  to  suit  whatever  stall  angle  is  selected,  inserting  frogs, 
and  if  necessary  crotch-frogs,  wherever  required.  In  this  case  the  only  point  to  observe  is  to 
see  that  the  dead  ends  of  the  rails  around  the  turn-table  coping  can  all  be  accommodated 
without  interfering  with  each  other,  and  that  the  frogs  where  inserted  do  not  interfere  with 
each  other,  and  that  the  nearest  frog  point  is  far  enough  away  from  the  turn-table  pit  to  allow 
the  frog  to  be  introduced. 

The  angle  of  the  stalls  having  been  settled,  the  diameter  of  the  inner  circle  of  the  house 
is  dependent  on  the  panel  length  required  for  the  inner  front  of  the  house,  which  panel  length 
is  determined  by  the  size  of  door-opening  required  in  the  clear,  plus  the  width  of  the  timber 
post,  iron  column,  or  brick  pier  desired  to  be  placed  between  the  doors.  The  width  of  the 
house  is  determined  by  the  length  of  the  largest  engine  in  use,  plus  an  allowance  for  the  extra 
length  of  engines  that  may  be  adopted  during  the  life  of  the  house,  plus  an  allowance  to  en- 
able the  doors  to  be  swung  inwardly,  in  case  this  construction  method  is  adopted,  plus  what- 
ever width  is  desired  to  be  maintained  for  a  passage-way  along  the  outer  walls  of  the  round- 
house. 

There  is  one  other  special  feature  in  roundhouses  that  attention  should  be  called  to, 
especially  where  a  slate  roof  is  to  be  used,  namely,  the  necessity  of  cutting  the  purlins  on  the 
outer  slope  of  the  roof  convex,  and  the  purlins  on  the  inner  slope  of  the  roof  concave,  so  as 
to  follow  the  conical  shape  of  the  roof  better,  avoiding  sharp  angles  at  the  truss  lines,  which 
would  cause  the  roofing  material  to  lie  unevenly,  in  addition  to  not  presenting  as  good  an 
appearance.  Where  a  tarred  felt  or  gravel  roof  is  used,  the  cutting  of  the  purlins  throughout 
is  not  so  essential,  the  ends  of  the  purlins,  where  they  join  at  the  truss  line,  being  simply 
adzed  down  or  shimmed  up  to  make  the  break  from  one  panel  to  the  other  less  noticeable. 

Summing  up,  therefore,  it  can  be  said  in  a  general  way,  that  for  small  engine-houses  for 
the  accommodation  of  a  few  engines  only,  a  square  house  with  track  approach  is  the  most 
preferable,  but  two  engines  should  not  stand  in  the  same  stall,  unless  there  is  an  approach  on 
the  rear  of  the  house.  Where  there  are  more  than  four  stalls  in  width,  the  track  approach 
will  be  long,  and  a  turn-table  can  be  inserted  to  advantage,  especially  at  points  where  a  turn- 
table is  required  anyhow  to  turn  engines  independent  of  the  engine-house. 

For  large  houses,  with  very  limited   ground-space  available,  the  best   method  to  use  is  a 


ENGINE-HO  USE^.  1 7  5 

large  square  house  with  a  transfei-tablc,  tlie  objeclioii  to  hamlling  the  engines  out  of  the 
house  in  case  of  fire  being  parti)-  overcome  by  leaving  sufficient  space  between  the  house  ami 
the  transfer-table  to  stand  engines.  In  northern  climates,  however,  it  is  desirable  to  place 
the  transfer-table  under  cover.  Where  ground-space  is  available  for  an  extended  track- 
approach,  the  plan  of  a  large  square  house  with  roofs  on  the  "  saw-tooth"  principle  deserves 
more  attention  than  hitherto  granted  to  it  in  practice.  This  style  of  house  with  the  track- 
a[)iMoach  at  one  end,  or,  better,  if  the  stalls  are  built  for  two  engines,  with  track-approaches  at 
both  ends,  offers,  in  the  author's  opinion,  one  of  the  best  systems  of  engine-houses  known. 
The  roof-construction  is  cheap;  the  side  walls  are  low;  the  heating,  ventilating,  and  lighting 
of  the  interior  of  the  building  are  readily  accomplished  ;  the  building  can  be  easily  enlarged 
at  an\'  time;  engines  can  enter  or  leave  the  house  at  all  times  almost  independently  of  each 
other;  blockades  on  some  of  the  tracks  will  seldom  blockade  the  entire  house  ;  and  engines 
can  be  taken  out  of  the  house  very  quickl)-  in  case  of  fire.  The  only  objection  is  the  ground- 
space  required  for  the  approaches,  which  objection  can  be  eliminated  to  a  certain  extent  by 
introducing  transfer-tables. 

As  referred  to  above,  roundhouses  have  been  almost  universally  adopted  for  engine- 
houses  in  this  country,  parti}-,  probabl}-,  from  the  inherent  advantages  they  offer,  and  partly 
from  the  well  known  fact  that  one  road  is  very  liable  to  copy  the  forms  of  construction  that  it 
finds  apparently  in  general  use  on  other  roads  in  the  vicinity.  There  is  no  doubt  that  the  ex- 
tensive adoption  of  any  design  is  indicative  of  its  having  strong  merits  and  points  in  its  favor, 
but  it  does  not  absolutely  decide  the  question  of  that  particular  design  being  the  best  under 
all  circumstances.  As  a  rule,  roundhouses,  especially  closed  or  full-circle  ones,  can  be  con- 
sidered as  traps  which  will  at  times  possibly  cause  a  serious  blockade  to  a  large  number  of 
engines,  and  in  case  of  a  fire  a  large  amount  of  valuable  equipment  will  probably  be  destroyed 
and  the  road  seriously  crippled  for  want  of  motive  power  for  months  afterwards.  However, 
much  can  be  done  to  reduce  the  danger  from  fire  by  introducing  provisions  for  an  efficient, 
quick  fire  service  to  stop  any  fire  before  it  gains  headway,  in  addition  to  a  thorough  and  sub- 
stantial fire-proof  construction  of  the  pits,  floors,  walls,  and  roof  of  the  building.  Timber  roof- 
purlins  and  the  roof-sheathing,  while  not  fire-proof,  if  kept  whitewashed,  will  not  endanger  the 
building  seriously,  provided  the  roof-trusses  or  roof-girders  and  posts  in  the  interior  of  the 
building  are  of  iron.  Attention  has  been  called  above  to  the  necessity,  however,  of  building 
heavier  and  stiffer  all-iron  roof-trusses  than  now  gcnerall}-  practiced  in  this  country. 

The  following  descriptions  and  illustrations  of  engine-houses  in  actual  use  in  this  country 
will  prove  interesting  in  connection  with  above  general  remarks  on  the  subject  under  discus- 
sion. 

Engine-house  at  West  PJiilaih-lphia  Shops,  Pennsyh'ania  Railroad — The  engine-house  of  the  Penn- 
sylvania Railroad  at  the  raih-oad  shops  in  West  Pliiladelphia,  Pa.,  designed  and  Iniilt  under  the 
direction  of  Mr.  Jos.  M.  Wilson,  j)lans  for  whicJi  were  published  in  the  Journal  of  the  Franklin 
Institute,  Vol.  LX.,  is  a  full-circle  44-stall  brick  roundhouse,  with  iron  roof-trusses  and  slate  roof. 
The  outside  diameter  of  the  honce  is  300  ft.,  the  inner  diameter  is  169  ft.,  and  the  diameter  of  the 
turn-table  jiit  is  50  ft.  'I'lie  width  of  the  house  is,  therefore,  65  ft.  6  in.,  and  the  space  between  the 
turn-table  and  the  inner  circle  of  the  liouse  is  59  ft.  6  ni.  The  angle  of  the  stalls  is  8°  10'  54".  The 
|)anel  length  on  the  inner  circle  is  12  ft.  o|J  in.,  and  on  the  outer  circle  21  ft.  4}!  in.  The  clear 
width  of  the  interior  of  the  building  is  62  ft.  10  in.,  and  the  clear  height  from  the  lop  of  rail  to  the 


176  BUILDINGS  AND   STRIJCTUKES   OF  AMERICAN  RAILROADS. 

tie-rod  of  roof-truss  is  21  ft.  9  in.  Two  of  the  stalls  are  used  for  entrance  tracks  ;  all  the  others  have 
engine-pits. 

The  foundations  of  the  building  are  of  stone,  the  outer  walls  being  2  ft.  6  in.  thick,  and  all  inner 
walls  2  ft.  thick.  The  outer  wall  finishes  off  4  in.  below  the  ground,  and  is  capped  with  a  belting- 
course  of  cut  stone,  9  in.  X  15  in.  All  the  doors  on  the  inner  and  outer  fronts  have  cut-stone  sills, 
12  in.  X  17  in.,  the  rails  of  the  tracks  being  cut  into  these  sills.  The  cast-iron  blocks,  at  bases  of 
columns  of  inside  front,  rest  upon  cut-stone  blocks,  2  ft.  square  by  i  ft.  thick.  The  outer  wall  above 
the  belting-course  is  of  brick,  built  in  panels,  with  pilasters  both  inside  and  outside,  and  an  orna- 
mental outside  cornice.  The  thickness  of  brick  in  panels  is  13  in.,  and  on  pilasters  22  in.  Two  of 
the  panels  on  the  outside  of  the  house  are  occupied  by  engine-entrance  doors;  the  balance  have 
windows,  two  in  each  panel,  excepting  in  one  panel,  where-there  is  a  small  entrance-door  in  place  of 
one  of  the  windows.  A  flush  arch  is  built  in  the  wall  on  the  inside  over  every  pair  of  windows,  to 
provide  against  any  injury  to  the  cornice  or  roof  in  the  event  of  accident  to  the  wall  below  from 
locomotives.  The  engine-doors  in  the  outside  wall  are  in  pairs,  circle-top,  and  3^  in.  thick,  panelled 
as  shown,  and  hung  on  heavy  cast-iron  hinge-blocks,  built  into  the  brickwork,  there  being  three 
wrought-iron  hinges  to  each  door.  The  doors  leave  a  clear  opening  in  width  of  11  ft.  \\  in.,  and  in 
height  of  18  ft.  at  the  centre  of  the  circle.  One  door  of  each  pair  has  a  small  wicket-door.  The 
window-openings  are  square,  4  ft.  8|  in.  X  9  ft.  11  in.,  with  cast-iron  sills  and  lintels  on  the  outside. 
They  have  box-frames,  with  two  sash,  each  12  lights  12  in.  X  i8  in.,  double-hung  with  cord,  weights, 
and  pulleys. 

The  inner  front  of  the  building  is  of  cast-iron,  y\-  in.  thick,  excepting  the  columns,  which  are 
f  in.  thick.  The  doors  are  in  pairs,  circle-top,  and  3  in.  thick,  panelled  and  glazed  as  shown,  and 
leaving  a  clear  opening  in  width  of  11  ft.  \\  in.,  and  in  height  of  18  ft.  at  the  centre  of  the  circle. 
Three  of  the  42  pairs  of  doors  have  small  wicket-doors.  Each  door  has  three  heavy  wrought-iron 
hinges  hung  on  lugs  cast  to  the  columns.  All  the  doors  open  inward,  and  are  provided  with  inside 
turning  bars  to  fasten  them  when  shut,  and  hooks  to  secure  them  in  place  when  open. 

The  flooring  consists  of  two  layers  of  boards,  the  sub-flooring  consisting  of  i-in.  white  pine, 
worked  to  a  thickness  and  laid  close,  and  the  upper  layer  being  2-in.  white-pine  flooring,  worked, 
tongued  and  grooved.  The  floor-joists  are  3-in.  X  12-in.  white  oak,  spaced  15  in.  centres  for  half 
the  house  and  12  in.  centres  for  the  balance.  They  are  cambered  i  in.  at  the  outer  wall,  and  propor- 
tionately less  as  they  get  shorter  in  approaching  the  inner  front.  The  joists  have  one  course  of 
lattice-bridging,  and  are  bedded  on  3-in.  X  12-in.  white-oak  wall-plates.  The  rails  inside  the  house 
are  laid  upon  3-in.  X  12-in.  white-oak  track-stringers,  cut  into  the  floor-joists,  the  top  of  stringer  being 
laid  flush  with  top  of  joists.     A  small  gutter  runs  along  each  rail,  draining  into  the  pit. 

The  engine-pits  in  the  stalls  are  42  ft.  6  in.  long  by  3  ft.  11  in.  wide  in  the  clear,  2  ft.  9  in.  deep 
at  front,  and  2  ft.  6  in.  deep  at  back.  The  side  walls  are  of  stone,  2  ft.  thick.  The  bottom  is  dished 
li  in.  at  the  centre,  and  is  paved  with  brick,  laid  on  edge  and  grouted  with  cement.  The  pits  drain 
at  the  lower  end  into  a  12-in.  circular  brick  sewer,  that  runs  under  the  ends  of  all  the  pits,  and  dis- 
charges into  the  main  sewer  that  leads  from  the  house.  The  side  walls  of  the  pits  extend  all  the  way 
across  the  house  so  as  to  give  a  support  for  the  floor-joists. 

The  roof-truss  is  constructed  on  the  triangular  system,  of  wrought-iron,  having  a  span  of 
64  ft.  6  in.  from  centre  to  centre  of  bolt-holes  in  heel-blocks,  an  inclination  of  rafter  of  22^  degrees 
from  the  horizontal,  and  a  rise  in  tie-rod  in  centre  of  span  of  6  in.  above  a  horizontal  line  through 
the  extremities.  The  diameters  of  the  main  tie-rods  vary  from  2  rods  i  in.  in  diam.  to  2  rods  li  in.  in 
diam.  The  counter-rods  are  W  in.  in  diameter.  The  rafter  is  a  6-in.  I-beam,  weighing  40  lbs.  per  yard, 
and  the  struts  and  heel-blocks  are  of  cast-iron.  The  heel-block  on  the  inner  front  is  firmly  fixed  to  top 
of  column;  that  on  the  outer  front  rests  upon  rollers  on  a  cast-iron  bed-plate,  a  v.all-plate  of  white 
oak,  4  in.  X  17  in.  X  5  ft.  long,  being  laid  under  the  bed-plate  on  the  brick  wall.  This  arrangement 
allows  of  free  expansion  and  contraction,  owing  to  changes  of  temperature.  The  inulins  are  of  white 
pine,  4  in.  X  8  in.  and  4  in.  X  10  in.,  and  are  secured  to  the  rafter  by  a  wrought-iron  angle-piece  and 
clip,  one  arm  of  the  angle-piece  being  bolted  to  the  purlin,  while  the  clip  passes  over  the  other  arm 
and  around  the  upper  flange  of  the  I-beam  which  forms  the  rafter.  The  purlins  are  cambered  on  the 
external  circle,  and   made  concave  on  the  internal  circle  of  the  roof,  so  as  to  avoid  hips  and  valleys, 


ENGINE-HO  USES.  1 7  7 

and  allow  the  root  coveiing  to  be  laid  evenly.  On  the  ituilins  is  laid  roof-sheeting  of  i-in.  worked 
white-pine  hoards.  The  sheeting  is  covered  with  the  best  quality  slate  from  the  Peach  Bottom 
quarries  of  Pennsyhnnia.  On  tiie  outside  roof  the  slate  run  11  in.  and  10  in.  X  20  in.,  laid  to 
weather  8j  in.,  with  tlie  exception  of  nine  courses  from  the  ridge,  which  are  9  in.  X  iS  in.,  laid  to 
weather  7I  in.  On  the  inside  roof  the  slate  are  8  in.  X  16  in.,  laid  to  weather  7  in.  Gutters  of 
double-cross  roofing  tin  run  around  the  eaves  of  inside  and  outside  fronts,  to  receive  the  drainage 
from  the  roof.  To  protect  this  tin  from  the  action  of  destroying  agents  in  the  atmosphere,  it  is  well 
painted  on  the  under  side  with  two  coats  of  red  lead  in  oil  before  putting  on,  and  afterwards  on  tlie 
upper  side  with  one  coat  of  the  same,  over  which  the  finishing  colors  are  laid.  From  tlie  gutters  a  4-in. 
eave-pipe  runs  down  the  outside  wall  on  every  alternate  pilaster  of  the  brickw-ork,  discharging  into  a 
sewer  which  goes  entirely  around  the  building,  and  a  3-in.  eave-pipe  runs  dow^n  the  inside  front  on 
every  alternate  column,  between  the  hinges  at  the  back,  discharging  by  a  small  bo.\-drain  into  the 
pit  sewer. 

Ventilation  is  secured  by  6-ft.  octagonal  w-ooden  louvred  ventilators  placed  in  ridge  of  roof  on 
every  alternate  stall,  and  there  is  a  sheet-iron  smoke-flue  for  every  track  placed  directly  over  tiie 
position  of  the  smoke-stack  of  the  locomotive  when  in  place.  Water-plugs,  with  standard  hose 
attachment,  are  placed  in  the  floor  at  the  centre  of  the  house  in  alternate  stalls,  and  are  protected 
by  cast-iron  covers  level  with  the  top  of  floor.  These  plugs  are  supplied  by  a  4-in.  cast-iron  main 
pipe,  passing  under  the  floor  of  the  building.  Hydrants  and  wash-sinks  are  provided  at  necessary 
points.  In  every  section,  against  the  outside  wall,  is  a  work-bench  and  vise  with  the  necessary  tools 
for  any  slight  work  required  on  the  locomotives.  The  building  is  warmed  in  winter  by  large  cast-iron 
stoves,  the  pipes  from  which  pass  into  the  smoke-flues  already  described  as  provided  in  the  roof  for 
the  locomotives.  To  retain  the  heat  as  much  as  possible  within  the  building,  the  stalls  of  the 
entrance  tracks  are  separated  from  the  balance  of  the  house  by  partitions  extending  from  the  floor  to 
the  roof,  and  in  winter  the  roof  ventilators  are  closed. 

Between  the  house  and  the  turn-table  the  rails  of  the  track  are  laid  on  w^hite-oak  cross-ties, 
6  in.  X  8  in.,  bedded  in  14  in.  of  stone  ballast.  The  turn-table,  50  ft.  in  diameter,  is  a  cast-iron 
centre-pivoted  table,  with  anti-friction  conical  rollers.  The  outside  circular  track  in  the  turn-table 
pit  is  laid  upon  white-oak  cross-ties  bedded  on  a  stone  foundation-wall.  The  spaces  between  the 
cross-ties  under  the  circular  rail  are  filled  in  with  brick  laid  in  cement,  with  a  slight  grade  toward.s 
the  pit  so  as  to  drain  into  it.  The  centre  pivot  is  bedded  on  a  stone  foundation  6  ft.  square, 
capped  with  a  single  stone,  5  ft.  6  in.  scjuare  X  15  in.  thick.  The  outside  wall  of  the  pit  is  of  brick, 
22  in.  thick,  bedded  on  a  stone  foundation  and  capped  by  a  white-oak  curb,  4  in.  X  13  in.,  anchored 
to  the  brickwork  with  i-in.  anchor-bolts.  The  turn-table  pit  is  paved  with  brick  laid  flat  and  grouted 
with  cement,  and  drains  into  the  main  sewer  of  the  house.  The  frogs  are  cast-iron,  laid  on  oak  ties 
bedded  in  stone  ballast,  the  points  of  the  frogs  being  about  7  ft.  from  the  face  of  the  turn-table  pit. 

For  additional  details  and  illustrations  see  the  Journal  of  the  Franklin  Institute,  Vol.  LX.,  from 
which  publication  the  above  description  is  com])iled. 

Eugine-liouse  at  T^isf  Street,  West  I'liitadelphia,  Fa.,  Fennsylvania  Railroad. — The  engine-house 
of  the  Pennsylvania  Railroad  at  31st  Street,  south  of  Spring  Garden  Street,  West  Philadelphia,  Pa., 
designed  by  Mr.  Wm.  H.  Brown,  Chief  Engineer,  Pennsylvania  Railroad,  and  built  in  1880,  shown  in 
F'igs.  305  to  307,  is  one  half  of  a  36-stall  brick  roundhouse,  with  combination  roof-trusses  and 
slate  roof.  The  cross-section  of  this  house  is  very  similar  to  that  shown  in  Fig.  30S.  There  are 
eighteen  stalls,  all  of  which  have  engine-pits.  The  outside  diameter  of  the  house  is  270  ft.,  the  inner 
diameter  is  138  ft.,  and  the  diameter  of  the  turn-table  pit  is  60  ft.  6  in.  The  width  of  the  house  is, 
therefore,  66  ft.,  and  the  sjjace  between  the  turn-table  and  the  inner  circle  of  the  house  is  38  ft.  9  in 
The  angle  of  the  stalls  is  10  deg.  The  panel  length  on  tlie  inner  circle  is  12  ft.  o/j  in.,  and  oft  the 
outer  circle  23  ft.  6g  in.  The  clear  width  of  the  interior  of  the  building,  measured  on  the  centre-line 
of  the  stall,  is  63  ft.  4  in.,  and  the  clear  height  from  the  top  of  rail  to  the  tie-rod  of  roof-truss  is  22  ft. 
I  in. 

The  foundations  of  the  building  are  of  stone,  the  outer  walls  being  2  ft.  6  in.  thick,  and  all 
inner  walls  2  ft.  thick.  The  outer  w-all  finishes  off  4  in.  below  the  ground,  and  is  cajiped  with  a  belting- 
course  of  cut  stone,  9  in.  X  10  in.     All  th-^  doors  have  cut-stone  sills,  the  rails  of  the  tracks  being  cut  into 


178  BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 

the  sills.  The  cast-iron  columns  of  the  inside  front  have  cast-iron  blocks  at  foot,  17-!  in.  X  17-^ 
in.  X  9  in.,  resting  upon  cut-stone  blocks,  2  ft.  square  by  i  ft.  thick,  with  a  stone  foundation,  4  ft. 
square.  The  outer  wall  above  the  foundation  is  of  brick,  built  in  panels,  with  pilasters  both  inside 
and  outside,  and  an  ornamental  outside  cornice.  The  thickness  of  brick  in  panels  is  13  in.,  and  on 
jjilasters  22  in.  There  are  two  windows  in  each  panel  on  the  outside  of  the  house,  excepting  at  the 
back  of  the  house,  where  the  house  butts  against  the  retaining-wall  of  31st  Street.  A  flush  arch  is 
built  in  the  wall  on  the  inside  over  every  pair  of  windows,  to  provide  against  any  injury  to  the 
cornice  and  roof  in  the  event  of  the  wall  below  being  damaged  by  locomotives  running  beyond  their 
stall.  The  window-openings  are  square,  5  ft.  lol  in.  X  11  ft.,  with  cast-iron  sills  and  lintels  on  the 
outside.  The  windows  have  two  sash,  each  24  lights  10  in.  X  15  in.  The  cast-iron  inner  front  of 
the  building  is  y\  in.,  and  the  columns  are  %  in.  thick.  The  doors  are  in  pairs,  circle-top,  and  3  in. 
thick,  panelled  and  glazed  as  shown,  and  leaving  a  clear  opening  in  width  of  11  ft.  o|-  in.,  and  in 
height  of  18  ft.  at  the  centre  of  the  circle.  Three  of  the  18  pairs  of  doors  have  small  wicket-doors. 
Each  door  has  three  heavy  wrought-iron  strap-hinges  hung  on  lugs  cast  to  the  columns.  All  the 
doors  open  inward,  and  are  provided  with  the  proper  fi.xtures  for  locking  them,  and  also  for  holding 
them  in  place  when  swung  open. 

The  engine-pits  in  the  stalls  are  42  ft.  6  in.  ^ong  by  4  ft.  wide  in  the  clear,  2  ft.  9  in.  deep  at  front, 
and  2  ft.  6  in.  deep  at  back.  The  sidewalls  are  of  stone,  2  ft.  thick.  The  bottom  is  dished  2  in.  in 
the  middle,  and  is  paved  with  brick  laid  on  edge  and  grouted  with  cement.  Each  pit  drains  at  the 
lower  end  through  a  lo-in.  bell-trap  into  a  12-in.  circular  brick  sewer  that  runs  under  the  ends  of  all 
the  pits  and  discharges  into  the  main  sewer  leading  from  the  house.  The  rails  on  the  pits  rest  on 
6-in.  X  12-in.  white-oak  stringers,  anchored  every  4  ft.  with  a  i-in.  anchor-bolt  to  the  side-wall 
masonry.  The  top  of  the  rail  is  flush  with  the  floor-level  in  the  house.  The  inner  end  of  the  pit 
is  located  10  ft.  5  in.  from  the  inside  face  of  the  door,  and  the  rear  end  is  placed  10  ft.  5  in.  from  the 
inside  face  of  the  outside  wall.  The  track  in  the  house  outside  of  the  pits  is  laid  on  oak  ties  bedded 
in  ballast.  The  floor  is  made  of  cement,  laid  level  with  the  top  of  the  rails  on  the  pits  and  slightly 
dished  to  insure  better  drainage. 

The  roof-trusses  are  built  on  the  triangular  system,  of  iron  and  wood,  the  span  being  65  ft.  4  in. 
from  centre  to  centre  of  end-pins,  with  a  rise  of  16  ft.  3  in.  The  cast-iron  end-plate  on  the  inner 
front  is  firmly  fi.Ked  to  the  top  of  the  column,  while  at  the  outer  front  it  rests  on  a  4-in.  X  14-in. 
white-oak  wall-plate.  The  principal  rafters  are  white  pine,  8  in.  X  11  in.,  and  the  struts  are  white  pine, 
4  in.  X  8  in.  and  3  in.  X  8  in.  The  heel-blocks,  king-blocks,  strut-caps,  and  strut-shoes  are  of  cast- 
iron,  ^  in.  thick.  The  main  tie-rods  vary  from  2  rods  \  in.  in  diameter  to  2  rods  il-  in.  in  diameter. 
The  counter-rods  are  J  in.  in  diameter.  The  purlins  are  of  white  pine,  4  in.  X  8  in.  on  the  inner  circle, 
and  4  in.  X  10  in.  on  the  outer  circle.  Tiie  purlins  are  cambered  or  cut  convex  on  the  outer  circle, 
the  rise  at  the  centre  of  the  purlin  being  33  in.  at  the  outer  wall  and  2%  in.  near  the  ridge  ;  and  they 
are  cut  hollow  or  concave  on  the  inner  circle,  the  depression  at  the  centre  of  the  purlin  being  \  in.  at 
the  inner  wall  and  \\  in.  near  the  ridge.  The  purlins  are  sheathed  with  i|-in.  hemlock  boards, 
covered  with  slate  laid  on  two  layers  of  roofing  felt.  Gutters  of  tin  are  provided  on  the  outer  and 
inner  fronts,  from  which  a  4-in.  galvanized  corrugated-iron  pipe-conductor  carries  the  water  down 
the  outside  wall  on  every  alternate  pilaster,  discharging  into  an  8-in.  clay-pipe  drain  that  runs 
around  the  outside  of  the  building,  while  a  3-in.  conductor  carries  the  water  down  the  inside  front  at 
every  alternate  column,  the  pipe  being  located  at  the  back  of  the  column  on  the  inside  of  the  house 
and  discharging  through  a  4-in.  clay-pipe  drain  into  the  12-in.  circular  brick  sewer  running  under  the 
ends  of  the  engine-pits,  as  mentioned  above. 

Ventilation  is  secured  by  6-ft.  octagonal  ornanienlal  louvred  ventilators  placed  in  ridge  of  roof 
on  ev^ry  alternate  stall.  A  sheet-iron  smoke-flue  is  j)laced  over  every  stall,  the  centre  of  the  flue  being 
13  ft.  from  the  inside  face  of  the  outer  wall.  The  flue  is  2  ft.  in  diameter,  made  of  No.  14  gauge 
sheet-iron,  and  provided  with  a  bell-shaped  movable  hood  at  the  lower  end,  the  bottom  of  the  hood 
when  raised  being  14  ft.  11  in.  above  the  toji  of  the  rail,  and  13  ft.  7  in.  when  lowered.  Water-plugs 
with  3-in.  standard  fire-hose  connection,  protected  by  cast-iron  boxes  and  covers  level  with  top  of' 
floor,  are  provided  at  the  centre  of  the  house  in  alternate  stalls,  sup]ilied  by  a  6-in.  cast-iron  water- 
])ipe.      There  is  an  8-in.  X  S-in.  white-oak  buniping-log  with  iron   ])late  at  centre  fastened  on  the  floor 


ENGINE-HO  USES. 


179 


next  to  the  inside  of  the  outer  brick  wall  opposite  each  pit,  to  take  the  blow  from  the  cow-catcher  of 
tlie  engine  in  case  it  is  run  too  far  over  tlie  pit.  The  heating  of  the  building  is  done  by  large  cast-iron 
stoves,  and  the  ventilators  in  the  roof  are  closed  when  it  is  desired  to  retain  the  heat  in  the  building. 
Between  the  house  and  the  turn-table  the  tracks  are  laid  on  oak  ties  in  stone  ballast.  There  are 
no  frogs  used  around  the  turn-tal)le,  the  outside  flanges  of  the  nearest  rails  of  adjoining  tracks  just 
touching  each  other  at  the  face  of  the  pit  obviating  the  necessity  of  using  frogs.  The  turn-table  jiit 
is  drained  through  a  lo-in.  pipe-drain  into  the  main  sewer  from  the  house,  which  consists  of  a  12-in. 
clay  pipe  leading  into  a  3-ft.  sewer  on  Spring  Garden  Street.'  The  turn-table  is  60  ft.  in  diameter,  of 
wrought-iron,  and  worked  by  hand.     The  turn-table  pit,  side  walls,  foundations  of  circular  track,  and 


Fig.  305. — Ground-plan. 


^=0iym 


Fin.  306. — Elevation  of  ENoiNE-nooR. 


Fig.  307. — Section  of  Column 


i8o  BUir.DINGR  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

paving  are  similar  to  the  same  class  of  work  in  the   roundhouse   at  the   West   Philadcliihia   shops,  de- 
scribed above. 

The   cost   of   the   eighteen   stalls,   as   ])er   figures  kindly    furnished    by  Mr.    \Vm.    H.    Brown,  was 
$21,750,  e.xclusive  of  the  retaining-wall   to  hold  up  the  street  at  the  back  of  the   house,  and  exclusive 


Fig.  3(53. — Cross  section. 


FtG.  309. — GROUNn  PIAN. 

of  turn-table.     The  wrought-iron  turn-table  cost  about  $1500,50  that  the  entire  structure,  exclusive 
of  the  special  retaining-wall,  cost  $23,250,  or,  on  an  average,  $1292  per  stall. 

Engine-bouse  at  Mt.  Pleasant  Jtinetion,  Jersey  City.  N.   /.,  Pennsylvania   Railroad. — The  engine- 
house  of  the  Fentisylvania  Railroad  .it  i\1t.  I'leasanl  Junction,  Jersey  City,  N.  J.,  shown    in  Figs.    30S 


ENGINE-HO  USES. 


i8i 


to  314,  built   in   1890  uiulcr   tlie   direction  of  Mr.  E.  F.  Brooks,  Engineer   Maintenance   of   Way,  P. 
R.  R.,  assisted  by  Mr.  iMartin  L.  (iardner,  Assistant  Engineer,  is  a  full-circle  44-stall  brick  rountlhousc 


Fig.  310. — Elevation  of  Outside  Wall. 


Fig.  311. — Elevation  of  Interior  Wall 

AND  EnGINE-DOORS. 


Fig.   313. — Elevation  and  Section  of  Ventilator. 


Fig.  312. — Gknf.rai.  Plan. 


Fig.  314.— Ground-plan  of  Ventilator. 


with  combination  roof-trusses  and  slate  roof.  The  outside  diameter  of  the  house  is  320  ft.,  the  inner 
diameter  is  168  ft.  6  in.,  and  the  diameter  of  the  turn-table  pit  is  60  ft.  The  width  of  the  house  is, 
therefore,  75  ft.  9  in.,  and  the  space  between  the  turn-table  and  the  inner  circle  of  the  house  is  54  ft. 


i82  BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 

3  in.  The  angle  of  the  stalls  is'  8°  lo'  54".  The  i)anel  length  on  the  inner  circle  is  12  ft.  \  in., 
and  on  the  outer  circle  22  ft.  9}!  in.  The  clear  width  of  the  interior  of  the  building,  measured  on 
the  centre-line  of  the  stall,  is  about  74  ft.,  and  the  clear  height  from  the  top  of  rail  to  the  tie-rod  of 
roof-truss  is  22  ft.  Two  of  the  stalls  are  used  for  entrance  tracks,  with  brick  fire-walls  on  each  side 
of  the  track,  the  passage  being  12  ft.  wide  in  the  clear;  all  the  other  stalls  have  engine-pits. 

The  foundations  of  the  building  are  of  stone,  the  outer  walls  being  i  ft.  7  in.  wide  at  top  in  the 
panels,  and  2  ft.  4  in.  wide  at  top  at  tlie  pilasters;  all  the  inner  walls,  including  the  wall  under  the 
door-sills  on  the  inner  front,  are  2  ft.  thick.  The  outer  wall  finishes  off  4I-  in.  below  the  ground 
surface,  and  is  capped  with  a  belting-course  of  cut  stone,  4  in.  X  14  in.,  set  up  edgeways.  All  the 
engine-doors  have  8-in.  X  12-in.  white-oak  sub-sills  on  2-ft.  stone  foundation-walls;  the  rails  are 
spiked  to  the  sub-sills,  and  \\-\\\.  X  lo-in.  white-oak  plank-sills  are  nailed  to  the  sub-sill,  so  that  the 
top  of  the  sill  is  level  with  the  top  of  the  rails.  The  columns  of  the  inside  front  rest  on  cut-stone 
base-blocks,  18  in.  square  by  12A  in.  deep,  the  top  of  the  base-block  being  level  with  the  top  of  rail. 
The  outer  wall  above  the  foundation  masonry  is  of  brick,  built  without  panels  on  the  outside,  but 
with  pilasters  on  the  inside  under  the  trusses,  and  with  a  plain  but  ample  brick  cornice  on  the  out- 
side. The  brick  wall  is  12  in.  thick  between  the  pilasters,  and  2oi-  in.  thick  at  the  pilasters.  Two 
of  the  panels  on  the  outside  of  the  house  are  occupied  by  engine-entrance  passages;  the  balance 
have  windows,  two  in  each  panel.  The  window-openings  are  square,  4  ft.  8J  in.  X  13  ft.  2\  in  ,  with 
cast-iron  sills  and  window  aprons,  and  with  three  white-pine  lintels,  each  4  in.  X  10  in.  The  windows 
have  box-frames  with  two  sash,  each  24  lights,  12  in.  X  12  in.,  double-hung.  The  entrance  pas- 
sages on  the  outside  and  inside  fronts  are  walled  over  with  semicircular  brick  arches — without  any 
doors,  however. 

The  inner  front  of  the  house  has  cast-iron  columns  between  the  doors.  The  columns  are  12  in. 
X  9^  in.  in  size,  and  consist  of  |-in.  metal.  There  are  lugs  cast  on  the  back,  to  which  the  door- 
hinges  are  hung.  The-engine  doors  are  square-top  doors,  in  pairs,  with  a  clear  height  above  top  of 
rail  of  18  ft.  li  in.,  and  a  clear  width  of  11  ft.  3  in.  The  door-opening  is  spanned  from  column  to 
column  by  a  cast-iron,  trough-shaped  lintel,  with  a  stop  at  the  bottom  for  the  doors  to  strike  against. 
The  lintel  is  12  in.  wide  and  11  in.  high,  and  is  made  of  S-in.  iron.  Four  of  the  engine-doors  have 
small  wicket-doors. 

The  floor  is  of  asphalt,  level  with  the  top  of  the  rails.  The  engine-pits  in  the  stalls  are  45  ft. 
8  in.  long  in  the  clear,  by  3  ft.  11 J  in.  wide  in  the  clear;  2  ft.  9  in.  deep  at  front,  and  2  ft.  deep  at 
back.  The  upper  end  of  the  pit  is  placed  13  ft.  from  the  inside  of  the  outer  wall.  The  side  walls 
are  stone,  2  ft.  thick.  The  bottom  is  laid  with  a  slope  from  the  centre  of  the  pit  down  each  way 
toward  each  side  wall,  along  which  gutters  are  formed,  thus  keeping  the  middle  of  the  pit  dry.  The 
pits  are  paved  with  brick,  set  on  edge  and  grouted  with  cement,  and  drain  at  the  lower  end  through 
a  lo-ifi.  bell-trap  with  cesspool  and  cast-iron  grate  into  a  12-in.  circular  brick  sewer  running  under 
the  ends  of  all  the  pits,  and  discharging  into  the  main  sewer  leading  from  the  house.  The  side  walls 
of  the  pits  extend  all  the  way  across  the  house  so  as  to  provide  a  support  for  the  rails.  The  rails 
are  spiked  to  S-in.  X  12-in.  white-oak  stringers,  anchored  with  J-in.  bolts  every  4  ft.  to  the  stone  side 
walls. 

'j'he  roof-trusses  are  built  on  the  triangular  system,  of  iron  and  wood,  the  span  being  75  ft.  i  in. 
from  centre  to  centre  of  end-pins,  with  a  rise  of  18  ft.  8  in.  The  cast-iron  end-plate  on  the  inner 
front  is  firmly  fixed  to  the  top  of  the  column,  while  at  the  outer  front  it  rests  on  a  4-in.  X  14-in.  X 
2-ft.  6-in.  white-oak  wall-])late.  The  [jrincipal  rafters  are  white  pine,  9  in.  X  12  in.;  the  struts  are 
vi^hite  pine,  4  in.  X  9  in.  and  3  in.  X  9  in.  The  heel-blocks,  king-posts,  strut-caps,  and  strut-shoes 
are  of  cast-iron,  |  in.  thick.  The  main  tie-rods  vary  from  2  bars  J  in.  siiuare  to  2  bars  i  in.  X  2  in. 
The  counter-rods  are  \  in.  square.  The  purlins  are  of  white  pine,  4  in.  X  9  in.  on  the  inner  circle^ 
and  4  in.  X  10  in.  on  the  outer  circle.  The  purlins  supporting  the  smoke-flues  are  6  in.  X  10  in., 
trussed  by  2  rods  f  in.  in  diameter.  The  purlins  supporting  the  ventilator  at  ridge  are  6  in.  X  12 
in.,  trussed  the  same  as  just  mentioned.  The  purlins  are  cambered  or  cut  convex  on  the  outer 
circle,  the  rise  at  the  centre  of  the  purlin  being  2I  in.  at  the  outer  wall  and  2  j  in.  near  the  ridge,  and 
they  are  cut  hollow  or  concave  on  the  inner  circle,  the  depression  at  the  centre  of  the  purlin  being 
•f  in.  at   the  inner  wall,  and    i^   in.  near  the  ridge.      The   purlins    are  sheathed   with    ij-in.  hemlock, 


ENGINE-HO  USES. 


iSq 


covered  witli  slale  laid  on  two  layers  of  roofing-felt.  Gutters  of  tin  are  provided  on  the  outer  and 
inner  fronts.  'I'lie  gutter  on  the  outside  of  the  building  is  drained  l)y  a  3-in.  X  4-in.  galvanized 
sheet-iron  down-conductor  at  every  panel  point  into  a  12-in.  pipe-drain  running  around  the  outside 
of  the  building.  The  down-conductor  is  inserted  in  a  4-in.  X  5-in.  groove  in  the  outside  of  tlie 
brick  wall  at  the  angle  formed  by  adjoining  panels.  The  gutter  on  the  inside  of  the  building  is 
drained  by  a  3-in.  circular  galvanized-iron  down-conductor  on  the  inside  of  the  house  at  every 
alternate  column  into  a  4-in.  pipe-drain  that  leads  directly  into  the  12-in.  circular  brick  drain  at  the 
engine-pits  opposite  the  column.  The  down  conductor  is  located  on  the  back  of  the  column  on  the 
inside  of  the  house. 

Ventilation  is  secured  by  6-ft.  octagonal  ornamental  louvred  ventilators,  placed  in  ridge  of 
roof  on  every  alternate  stall.  A  sheet-iron  smoke-flue  is  placed  over  every  stall,  the  centre  of  the 
flue  being  15  ft.  from  the  inside  face  of  the  outer  wall.  The  flue  is  about  20  in.  in  diameter,  with  a 
cast-iron  stack  of  "  None  Such  "  patent  at  the  top,  and  provided  at  the  lower  end  with  a  bell-shaped 
movable  hood,  the  bottom  of  the  hood,  when  raised,  being  15  ft.  2  in.  above  the  top  of  rail  and  14 
ft.  when  lowered. 

Water-plugs,  with  3-in.  standard  fire-hose  connection  under  the  floor,  protected  by  cast-iron 
boxes  and  covers  level  with  top  of  floor,  are  provided  at  the  centre  of  the  house  in  alternate  stalls, 
connected  by  a  6-in.  water-pipe,  and  supplied  by  an  8-in.  water-inain.  Four  hydrants  are  located 
inside  tlie  house  along  the  outside  wall. 

The  heating  of  the  building  is  done  by  steam,  and  the  ventilators  in  the  roof  can  be  closed  by 
flap-doors,  as  shown  on  the  jilans. 

Between  the  house  and  the  turn-table  the  rails  are  laid  on  oak  ties  in  stone  ballast.  The  frogs 
around  the  turn-table  are  rail  frogs  bedded  on  oak  tics  in  ballast,  the  jjoints  of  the  frogs  being  3  ft. 
3j'"^  in.  from  the  face  of  the  turn-table  pit.  The  turn-table  pit  is  drained  through  a  pipe-drain  to 
the  main  sewer.  The  turn-table  pit  is  60.6  ft.  in  diameter  in  the  clear.  The  turn-table  is  of 
wrought-iron,  and  is  turned  liy  steam-power. 

A  complete  specification  for  this  engine-house  is  given  in  the  A])pendix  at  the  back  of  this  book. 

Engine-house  at  Roanoke,  Va.,  Norfolk  &-•  Western  Railroad. — The  engine-house  of  the  Norfolk 
&  Western  Railroad  at  Roanoke,  Va.,  shown  in  Fig.  315,  built  in  1887  under  the  direction  of  Mr.  S.  B. 


Fig.  315. — Cross-section. 


lii'ij  iA.'"ti  \iji''ui_"vt' 


Haupt,  Superintendent,  Motive  Power,  N.  &  W.  R.  R.,  is  a  segmental  brick  roundhouse  with  iron  roof- 
trusses  and  slate  roof.  The  outside  diameter  of  the  house  is  314  ft.  3  in.,  the  inner  diameter  is  186  ft. 
3  in.,  and  the  diameter  of  the  turn-table  is  60  ft.  The  width  of  the  house  is,  therefore,  64  ft.,  and  the 
space  between  the  turn-table  and  the  inner  circle  of  the  house  is  63  ft.  \l  in.      The  panel  length  on 


i84  BUILDINGS  AND   STRUCTURES   OF  AMERICAN   RAILROADS. 

tliL-  imuT  circle  is  13  ft.  3!  in.,  and  on  the  outer  circle  22  ft.  4J  in.  The  clear  width  of  the  interior  of 
the  Iniilding,  measured  on  the  centre-line  of  the  stall,  is  about  62  ft.  6  in.,  and  the  clear  height  from 
the  top  of  rail  to  the  tie-rod  of  roof-truss  is  about  18  ft. 

The  foundations  of  the  walls  are  stone,  finished  at  the  ground-level  with  a  9-in.  X  14-in.  cut-stone 
belt-course.  The  door-sills  are  made  of  timber,  and  planks  are  spiked  between  the  rails  on  top  of  the 
sub-sills,  so  that  the  top  of  the  sill  is  level  with  the  top  of  the  rails  and  the  floor  in  the  house.  The 
outer  wall  above  the  foundation  masonry  is  of  brick,  with  panels  and  pilasters  on  the  outside,  the 
thickness  of  the  wall  being  13  in.  in  the  panels  and  21  in.  at  the  pilasters.  There  are  two  windows 
in  each  panel  of  the  outside  wall,  each  w-indow  having  24  lights,  12  in.  X  16  in.  The  inner  front  of 
the  house  has  cast-iron  columns,  io|-  in.  X  12  in.,  between  the  doors.  The  engine-doors  are  square- 
top  doors,  in  pairs,  16  ft.  clear  opening  above  top  of  rail,  each  door  hung  with  heavy  wrought-iron 
strap-hinges  to  lugs  cast  on  the  columns.  The  door-opening  is  spanned  from  column  to  column  by 
a  i2-in.  channel-iron. 

The  floor  consists  of  plank  on  mud-sills.  The  engine-pits  are  30  ft.  long  in  the  clear  by  4  ft. 
wide  in  the  clear,  3  ft.  deep  at  front  and  2  ft.  6  in.  deep  at  back.  The  upper  end  of  the  pit  is  placed 
9  ft.  from  the  inside  of  the  outer  wall.  The  side  walls  are  brick,  21  in.  thick.  The  pits  are  ])aved 
with  brick  set  on  edge  in  cement  grout,  and  drain  at  the  lower  end  through  a  6  in.  drain-pipe  into  a 
i2-in.  circular  drain  that  runs  along  the  outside  of  the  inner  front  of  the  building,  which  latter  drain 
also  takes  the  drainage  from  the  roof-leaders  along  the  inner  front.  The  rails  on  the  pits  are  spiked 
to  i2-in.  X  i2-in.  stringers,  anchored  to  the  side  walls  of  the  pits.  The  floor  is  laid  flush  with  the 
top  of  the  rails. 

The  roof-trusses  are  built  on  the  triangular  system,  of  iron,  the  span  being  64  ft.  from  centre  to 
centre,  with  a  rise  of  16  ft.  The  principal  rafters  are  8-in.  deck-beams,  65  lbs.  per  yard;  the  main 
struts  are  two  4-in.  channel-irons,  20  lbs.  per  yard;  the  intermediate  struts  are  two  3-in.  X  4 -in.  bars. 
All  connections  at  joints  are  made  of  wrought-iron  plates  and  shapes,  pin-connected.  The  main  tie- 
rods  vary  from  two  rods  \  in.  in  diameter  to  two  rods  i|  in.  in  diameter.  The  counter-rods  are  \  in. 
in  diameter.  The  wooden  purlins  are  spaced  about  9  ft.  apart,  and  support  wooden  rafters  covered 
by  boards. 

Ventilation  is  secured  at  the  peak  by  small  12-in.  X  i8-in.  iron  ventilators  inserted  over  each 
panel.  A  sheet-iron  smoke-flue  is  placed  over  the  engine-pit  in  every  stall,  the  centre  of  the  flue 
being  located  15  ft.  from  the  centre  of  the  outside  wall.  The  flue  is  18  in.  in  diameter,  the  upper 
fixed  end  being  made  of  No.  12  gauge  iron;  the  lower,  movable,  bell-shaped  piece  being  of  No.  10 
gauge  iron. 

Engine-house  at  Lchighton,  Pa.,  Lehigh  Valley  Railroad. — The  engine-house  of  the  Lehigh  Valley 
Railroad  at  Lehighton,  Pa.,  shown  in  Figs.  316  to  320,  designed  and  built  in  1S83  under  the  direc- 
tion of  the  author,  is  a  29-stall  segment  of  a  full-circle  56-stall  stone  roundhouse,  wdth  iron  trusses 
and  slate  roof.  The  outside  diameter  of  the  house  is  354  ft., the  inner  diameter  is  206  ft.,  and  the  di- 
ameter of  the  turn-table  pit  is  60  ft.  The  width  of  the  house  is,  therefore,  74  ft.,  and  the  space  between 
the  turn-table  and  the  inner  circle  of  the  house  is  73  ft.  The  angle  of  the  stalls  is  6°  40'.  The  panel 
length  on  the  inner  circle  is  12  ft.  and  on  the  outer  circle  20  ft.  i\  in.,  measured  on  the  centre-line  of 
the  w^all.  The  clear  width  of  the  interior  of  the  building,  measured  on  the  centre-line  of  the  stall,  is 
72  ft.,  and  the  clear  height  from  the  top  of  rail  to  the  tie-rod  of  roof-truss  is  21  ft.  2  in. 

The  foundations  and  walls  of  the  building  are  throughout  of  stone.  The  foundations  of  the 
outer  walls  are  2  ft.  6  in.  wide  at  top  and  3  ft.  6  in.  wide  at  bottom,  finished  off  4  in.  below  the  top  of 
rait  and  capped  with  a  12-in.  X  25J-in.  base  stone.  The  wall  above  the  base  stone  is  24  in.  thick, 
perfectly  plain,  without  any  panelling,  pilasters,  or  cornices,  excepting  on  the  gables.  The  foundations 
of  the  columns  on  the  inner  front  are  stone  piers,  3  ft.  square  on  top  and  5  ft.  square  on  bottom,  fin- 
ished off  12  in.  below  the  top  of  rail,  and  capped  with  a  2-ft.  square  stone,  12  in.  high,  to  which  the 
bed-plate  of  the  iron  column  is  anchored.  The  engine-doors  on  the  inner  front  have  cast-iron  hollow 
sills  fitted  in  between  the  columns  and  the  rails,  the  top  of  the  sills  being  flush  with  the  top  of  the 
rail.  The  iron  sills  rest  on  2-ft.  stone  walls  built  in  between  the  column  piers.  There  are  two  win- 
dows in  every  panel  of  the  outside  wall.  The  window-openings  are  square,  4  ft.  6  in.  X  11  ft.,  willi 
cast-iron   sills  and   sloping  window   ajirons   on   the   inside  of  the    window.      The   window-opening  is 


ENGINE- HO  USES.  1 85 

spanned  by  a  cast-iron  lintel  onthe  outsidL-  uf  the  wall  antl  two  white-oak,  6-in.  X  14-in.,  lintels  on  the 
inside.     The  windows  have  box-frames  with  two  sash,  each  twenty  lights,  9  in.  X  14  in.,  double-hung 

The  inner  front  of  the  house  is  made  of  cast-iron.  The  engine-doors  have  semicircular  to])s,  in 
jiairs,  each  door  hung  with  three  heavy  composition-metal  hinges  to  lugs  cast  on  the  columns.  The 
clear  height  of  the  door-opening  at  the  centre  of  the  arched  top  is  17  ft.  il  in.  above  the  toj)  of  the 
rail,  and  the  clear  width  is  11  ft.  3  in.  The  door-opening  is  spanned  by  an  ornamental  cast-iron  front, 
in  two  pieces,  riveted  together  at  centre  of  opening  and  riveted  at  the  sides  to  flanges  on  the  columns. 
The  weight  of  the  roof  is  carried  across  the  opening  by  eave-purlins.  A  heavy  galvanized-iron  cor- 
nice and  gutter,  hung  to  the  eave-purlin,  finishes  off  the  front.  The  engine-doors  are  3  in.  thick, 
panelled  and  glazed  as  shown.     Three  of  the  engine-doors  have  small  wicket-doors. 

The  floor  consists  of  6-in.  to  8-in.  limestone  flagging,  set  in  sand  and  well  grouted  at  joints.  The 
floor  is  level  with  the  base  of  the  rails  at  the  pits,  and  is  slightly  pitched  between  the  pits,  so  as  to 
afford  better  drainage.  The  engine-pits  are  54  ft.  long  in  the  clear  by  3  ft.  11  in.  wide  in  the  clear, 
2  ft.  deep  below  base  of  rail  at  front  and  i  ft.  6  in.  deep  at  back.  The  upper  end  of  the  pit  is  placed 
9  ft.  from  the  inside  of  the  outer  wall.  The  side  walls  of  the  pits  are  stone,  2  ft.  thick.  The  pits  are 
]iaved  with  stone  paving,  and  dished  from  the  side  walls  towards  the  centre  of  the  pit.  The  drainage 
passes  at  the  lower  end  of  the  pit  through  a  cesspool  with  cast-iron  grating  into  a  6-in.  pipe  leading 
into  a  stone  bo.x-sewer,  2  ft.  X  3  ft.,  w-hich  serves  as  the  main  sewer  of  the  house,  taking  the  w-aterfrom 
the  down-conductors  of  the  inner  slope  of  the  roof  and  the  drainage  from  the  turn-table  pit.  The 
side  walls  of  the  pits  are  coj)ed  with  stone,  the  top  being  flush  with  the  stone  floor  of  the  house.  The 
side  w'alls  of  the  pits  e.xtend  across  the  house,  so  as  to  provide  a  support  for  the  rails  between  the  ])its 
and  the  outer  walls  of  the  building.  The  rails  rest  on  tlie  stone  coping,  and  are  held  down  and  in 
place  by  rag-bolts  and  cast-iron  rail-clips. 

The  roof-trusses  are  built  of  iron,  on  the  triangular  system,  the  span  being  73  ft.  6  in.  from  centre 
to  centre  of  end-pins,  with  a  rise  of  19  ft.  The  bed-plate  on  the  inner  front  is  firmly  fixed  to  the  to]) 
of  the  column,  while  at  the  outer  front  it  rests  on  a  white-oak  wall-plate.  The  principal  rafters  are 
made  of  a  7-in.  deck-beam,  65  lbs.  per  yard,  4-in.  flange;  the  main  struts  are  composed  of  4  angles, 
2  in.  X  2  in.  X  i  in.,  and  the  intermediate  struts  are  made  similarly  of  if-in.  angles.  All  connections 
and  joints  are  made  of  wrought-iron  plates  and  shapes,  riveted  and  pin-connected.  The  main  tie-rods 
vary  from  2  rods  li  in.  in  diameter  to  i  rod  if  in.  in  diameter.  The  counter-rods  are  i  in.  in  di- 
ameter. The  purlins  are  white  pine,  3  in.  X  12  in.  on  the  inner  slope  of  the  roof,  4  in.  X  i  2  in.  <in  the 
outer  slope,  and  6  in.  X  12  in.  at  the  ridge,  at  the  eaves,  and  at  the  smoke-flue.  The  purlins  are  cut 
concave  on  the  inner  slope  of  the  roof  and  convex  on  the  outer  slope.  The  roof-sheathing  is  i-in. 
Michigan  pine,  tongued  and  grooved,  and  covered  with  slate  laid  on  two  layers  of  rcofing-felt. 

Ventilation  is  secured  by  6-ft.  octagonal  ornamental  louvred  ventilators,  placed  in  ridge  of  roof 
on  every  third  stall.  The  smoke-flue  for  carrying  off  the  gases  and  smoke  from  the  smoke-stacks  of 
the  engines  standing  on  the  pits  is  quite  a  novel  feature  in  this  building,  being  the  application  on  a 
larger  scale  of  a  system  of  overhead  horizontal  pipe-ventilators  introduced  by  Mr.  David  Clarke, 
Master  Mechanic,  L.  V.  R.  R.,  in  an  engine-house  at  Hazleton,  Pa.  .\  33-in.  horizontal  iron  pipe, 
connecting  outside  of  the  building  with  a  brick  stack,  is  hung  from  the  roof-trusses  over  the  i)its,  the 
centre  of  the  pipe  being  13  ft.  from  the  inside  face  of  the  outer  wall  and  17  ft.  8  in.  above  the  top  of 
the  rails.  Over  each  pit  this  pipe  has  a  vertical  tube  with  a  damper  and  a  bell-shaped  end  to  fit  over 
the  smoke-stack  of  the  engine  below  it.  The  draught  created  in  the  brick  stack  outside  of  the  house 
causes  the  gases  and  smoke  in  the  smoke-slacks  of  the  engines  to  be  drawn  into  the  ventilating  tube, 
and  thence  out  of  the  house.  The  system  works  very  well  in  this  house.  The  brick  stack  is  100  ft. 
higli,  and  the  smoke  is  drawn  from  engines  500  ft.  distant  from  the  stack. 

\Vater-plugs  are  provided  throughout  tlie  house  at  convenient  points.  The  heating  of  the  ho\ise 
is  done  by  steam-coils  hung  from  the  roof-trusses  overhead.  This  system  is  excellent,  as  far  as  ])ro- 
ducing  a  uniform  heat  throughout  the  lower  part  of  the  building,  but  it  is  accompanied  with  consid- 
erable waste  of  heat. 

Between  the  house  and  the  turn-table  the  rails  are  laid  on  oak  ties  in  stone  ballast.  The  frogs 
around  the  turn-table  are  steel  rail-frogs  bedded  on  stone  walls  connecting  with  the  outside  wall  of 
the  turn-table  pit.     The  points  of  the  frogs  are  10  ft.  5I  in,  from  the  face  of  the  turn-talile  pit.     The 


1 86 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS 


walls  of  the  turn-table  are  of  stone,  2  ft.  6  in.  thick,  coped  with  i2-in.  X  30-in.  coi)ing,  and  with  a  3-ft. 
offset  or  bench  for  the  circular  rail  of  the  table.  The  centre  pivot  of  the  table  rests  on  a  4-ft.  square 
pedestal  stone,  18  in.  thick,  with  a  stone  pier-foundation  under  it,  7  ft.  square  at  its 
bed.  The  jjit  is  paved  witli  brick,  and  drains  into  the  main  sewer  of  the  building. 
The  turn-table  is  of  wrought-iron,  and  is  turned  by  hand.  The  circular  rail  rests  on 
cast-iron  chairs,  the  base  of  the  rail  being  7  in.  above  the  stone  coping  of  the  bench- 
wall  under  the  chairs.  This  construction  makes  the  pit  deeper,  but  it  allows  the 
turn-table  to  be  operated  after  a  light  snowfall,  without  waiting  to  have  the  snow 
shovelled  out  of  the  pit. 


Fig.  316. — Cross-section. 


^•N'~-  W 


Fig.  317.  — Gkouni'  I'l.AN. 


ENGINE-HO  USES. 


187 


rrrr* '  mrr 


Fig.  318. — Elevation  of 
Interior  Wall  and  Engine- 
door. 


Fig,  319,— Elevation  of  Outside  Waix. 


Fig.  320. — End  Elevation. 

Engine-house  at  Richmond,  Fa.,  Richmond  &"  Alleghany  Railroad. — The  engine-hoiuse  of  tlie 
Riclimond  &  Alleghany  Railroad  at  Richmond,  Va.,  plans  for  whicli  were  published  in  the  Railroad 
Gazette  of  January  19,  1883,  designed  and  built  in  18S0  under  the  direction  of  the  author,  is  a  14-stall 
segment  of  a  full-circle  56-stall  brick  roundhouse,  with  iron  roof-trusses  and  a  slate  roof.  There  is  a 
small  machine-shop  and  blacksmith-shop  attached  to  tlie  roundhouse  on  the  rear.  The  outside  di- 
ameter of  the  house  is  383  feet,  the  inner  diameter  is  252  ft.,  and  the  diameter  of  the  turn-table  pit  is 
51  ft.  The  width  of  the  house  is,  therefore,  65  ft.  6  in.,  and  the  space  between  the  turn-table  and  the 
inner  circle  of  the  house  is  100  ft.  6  in.  The  panel  length  on  the  inner  circle  is  14  ft.  i  in.,  and  on  the 
outer  circle  21  ft.  5!  in.  The  clear  width  of  the  interior  of  the  building,  measured  on  the  centre-line 
of  the  stall,  is  64  ft.,  and  the  clear  height  from  the  top  of  rail  to  the  tie-rod  of  roof-truss  is  22  ft.  6  in. 

The  choice  of  a  roundhouse  with  383  ft.  diameter  and  56  stalls  to  the  full  circle  was  caused  by 
the  necessity  of  having  as  many  stalls  as  possible  in  one  ([uadrant,  the  site  being  limited.     The  exact 


i88 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


diameter  was  determined  by  tlie  lequirenieiu  Lhat  the  tiack  from  each  stall  to  the  turn-table  should 
allow  a  locomotive,  a  coach,  or  two  fiat  cars  to  stand  in  front  of  the  stall  without  blocking  the  tracks 
to  the  neighboring  stalls.  In  this  manner  the  standing  capacity  of  the  tracks  was  more  tlian  doubled, 
being  esj)ecially  advantageous  for  repair  work.  The  tracks  in  the  building  have  a  downward  grade 
towards  the  turn-table  of  -^  ft.  in  loo  ft.,  and  in  front  of  stalls  1  ft.  in  loo  ft.,  to  facilitate  a  speedy 
removal  of  cars  and  engines  in  case  of  fire. 

The  thickness  of  the  outside  wall  is  2  bricks  at  top,  and  at  pilasters  2\  bricks.  The  piers  between 
the  doors  of  the  inner  face  are  3  bricks  thick  throughout.  Engine-pits  are  45  ft.  long  by  4  ft.  3  in. 
wide  in  clear,  and  3  ft.  and  2  ft.  6  in.  deep  ;  the  upper  end  of  pit  is  placed  12  ft.  6  in.  from  the  inner 
face  of  the  outer  wall.  The  iron  roof-trusses  are  built  on  the  triangular  system.  The  pine  purlins 
supporting  the  slate  roof  are  2|  in.  X  12  in.  on  the  inner  slope  of  roof  and  3  in.  X  12  in.  on  the  outer 
slope,  spaced  about  28  in.  The  centre  of  smoke-flues  is  17  ft.  from  the  outer  wall.  The  flues  are  tele- 
scopic, 20  in.  in  diameter,  with  double  hood  on  top  and  expanding  cone  at  bottom,  3  ft.  6  in.  in  diameter 
and  3  ft.  high.  The  sheet-iron  ventilators  at  the  peak  of  the  roof  over  each  stall  are  24  in.  in  diam- 
eter, with  single  hood  on  top.  There  are  two  windows  in  every  panel  of  the  outer  wall,  each  window 
having  24  lights,  lo  in.  X  18  in.  The  engine-doors  are  circular-top  doors,  in  pairs,  batten-framed  up 
to  a  height  of  about  7  ft.,  above  which  they  are  glazed.  They  are  hung  with  strap-hinges  to  cast-iron 
wall-lilocks  built  into  the  brick  piers  between  the  doors.  The  door-opening  is  1 1  ft.  5  in.  wide  in  the 
clear,  and  is  spanned  by  a  semicircular  brick  arch,  il  brick  high,  the  crown  of  the  arch  being  17  ft.  in 
the  clear  above  the  top  of  the  rail.     The  floor  in  the  house  is  2-in.  plank  on  lo-in.  joists.     The  rails 


Fig.  321.     Cross-section. 

on  the  pits  are  fastened  to  12-in.  X  12-in.  oak  wall-plates,  the  top  of  rail  being  level  with  the  floor  in 
the  house.  The  walls  of  the  pits  and  the  foundations  of  the  outside  walls  are  of  stone.  The  pits 
drain  at  their  lower  end  through  a  cesspool,  covered  with  a  cast-iron  grate,  and  a  6-in.  drain-piiie  into 
a  stone  box-culvert. 

Engine-house,  Northern  Pacific  Railroad. ~'Vht  engine-house  of  the  Northern  Pacific  Railroad, 
shown  in  Fig.  321,  designed  by  Mr.  C.  B.  Talbot,  is  a  segment  of  a  full-circle  51-stall  frame  roundhouse, 
w"ith  wooden  roof-trusses.  The  outside  diameter  of  the  house  is  351  ft.  6  in.,  the  inner  diameter  is 
211  ft.  6  in.,  and  the  diameter  of  the  turn-table  pit  is  50  ft.  The  width  of  the  house  is,  therefore,  70 
ft.,  and  the  space  between  the  turn-table  and  tlie  inner  circle  of  the  house  is  80  ft.  9  in.  The  panel 
length  on  the  inner  circle  is  13  ft.  |  in.,  and  011   the  outer  circle  21  ft.  6   in.      The  clear  widtli  oi    ihv 


ENGINE-HO  USES. 


189 


interior  of  the  building  is  68  ft.,  and  the  clear  height  from  the  top  of  rail  to  the  tie-beam  of  roof-truss 
is  21  ft.  8  in. 

The  foundations  of  the  building  are  stone  or  brick  piers,  or  blocking,  according  to  circumstances. 
The  wooden  posts  between  the  doors  of  the  inner  face  and  at  the  [janel  points  of  the  outer  wall  are  10 
in.  X  10  in.;  plates,  10  in.  X  10  in.;  studding  of  outside  walls  and  gables,  2  in.  X  5  in.;  rafters,  3  in.  X 
8  in  ;  purlins,  6  in.  X  12  in.;  tie-beam  of  roof-trusses,  3  pieces,  4  in.  X  12  in.;  principal  rafters,  10  in. 
X  12  in.;  struts  6  in.  X  12  in.  and  4  in.  X  12  in.  The  floor  consists  of  2-in.  rough  boards  on  3-in. 
X  1 2-in.  joists,  spaced  20  in.,  which  latter  rest  on  4-in.  X  14-in.  girders,  spaced  6  ft.,  spanning  the 
space  between  the  pits.  The  pits  are  of  timber,  4  ft.  wide  by  54  ft.  long  in  the  clear,  and  3  ft.  deep. 
The  rise  of  the  roof  is  one  third  of  the  span.  The  outside  sheathing  is  |-in.  dressed,  "  V  "  Rustic 
horizontal  weather-boarding. 

Engine-house  Design,  Philadelphia  is^  Reading  Railroad. — The  engine-house  shown  in  Fig.  322, 


'■  ^  mih^m'kltmf^—  - 


Fio.  322. — Cross-section. 


designed  for  the  Philadelphia  &  Reading  Railroad,  is  a  segment  of  a  brick  roundhouse  with  wooden 
roof-trusses  wooden  posts  in  the  interior,  and  slate  roof,  the  peak  of  the  roof  being  placed  excentric, 
so  as  to  be  located  more  immediately  above  the  smoke-stack  of  tlie  engines  standing  on  the  pits, 
giving  thus  a  more  direct  ventilation  through  a  continuous  louvred  lantern  ventilator  at  the  peak  of, 
the  roof.  This  house,  built  for  5  stalls,  would  cost  $1400  per  stall,  exclusive  of  tracks,  unusual  founda- 
tions of  walls,  and  track-pits;  including  the  latter,  the  cost  is  $1600  per  stall. 

Engine-house  at  Grand  Crossing,  Wis.,  Chicago,  Burlington  &=  Northern  Railroad. — The  engine- 
house  of  the  Chicago,  Burlington  &  Northern  Railroad  at   Grand  Crossing,  Wis.,  shown  in   Figs.  323 


Fig.  323. — Cross-section. 

to  328,  plans  for  which  were  kindly  furnished  by  Mr.  H.  S.  Bryan,  Master  Mechanic,  C,  B.  &  N.  R. 
R.,  is  a  full-circle  40-stall  brick   roundhouse,  with  a   low    flat   girder  roof,  resting  on  cast-iron  posts  in 


190 


BUILDINGS  AND   STRUCTURES   OF   AMERICAN   RAILROADS. 


the  interior  of  the  building,  covered  witli  a  gravel  roof.  Tlie  outside  diameter  of  the  house  is  304 
ft.,  the  inner  diameter  is  160  ft.,  and  the  diameter  of  the  turn-table  i)it  is  60  ft.  The  width  of  the  house 
is,  therefore,  72  ft.,  and  the  space  between  the  turn-table  and  the  inner  circle  of  the  house  is  50  ft. 
The  angle  of  the  stalls  is  9  degrees.  The  panel  lengtli  on  the  inner  circle  is  12  ft.  6  in.  The  clear 
height  from  the  top  of  rail  to  the  roof  girder  at  the  outer  walls  is  i8  ft.  Two  of  the  stalls  are  used 
as  passage-ways,  with  brick  fire-walls  on  each  side. 

The  foundations  of  the  walls  are  of  stone.     The  outer  wall  is  of  brick,  panelled  on  the  outside, 
and  with  pilasters  at  the  angles  on  the  inside  and  outside  of  the  wall,  the  thickness  of  the  wall  at  the 


Fig.  324.— General  Plan. 


m. 


UDinni 
DQiDgj 


Fig.  325. — Elevation  of  Interior  Wall 
AND  Engine-doors. 


Fig.  326. — Elevation  of  OursroE 
Wall. 


Fig.  327. — Cross-section  of  Turn  iable  Pit. 


Fig.  328. — Cross-section  of  Drain. 


pilaster  being  2  ft.  There  is  one  triple  wdndow  in  each  panel  of  the  outer  wall.  The  inner  front 
consists  of  cast-iron  posts  between  the  doors,  the  door-opening  being  spanned  by  a  semicircular 
i|-brick  arch  springing  from  the  top  of  the  posts,  and  the  balance  of  the  space  to  the  eaves  filled  out 
with  brickwork.  The  crown  of  the  arch  is  16  ft.  4  in.  above  the  top  of  rail.  The  doors  are  3I  in. 
thick,  panelled  and  glazed  as  shown.  The  cast-iron  posts  between  the  doors  are  12  in.  X  ig  in.  in 
section,  of  i-in.  metal,  grooved  to  fit  the  doors,  and  with  caps  from  w-hich  the  brick  arches  spring. 

The  peak  of  the  roof  is  placed,  as  shown  in  the  plans,  nearer  the  outer  wall;  the  inner  slope  has 
a  pitch  of  I  in  12,  the  outer  slope  a  pitch  of  i  in  6.  The  roof-girders  are  supported  inside  the  house 
by  two  6-in.  cast-iron  columns,  |-in.  metal.     The  girders  are  two  pieces,  6  in.  X  16  in.     The  purlins 


ENGINE-HO  USES. 


191 


are  2  in.  X  10  in.,  spaced  from  12  in.  to  16  in.  apart.  Tlie  roof  is  covered  witii  four-ply  roofing-felt 
and  gravel,  oi\  i-in.  boards.  The  engine-pits  are  50  ft.  long  bj^  3  ft.  10  in.  wide,  and  from  2  ft.  10  in. 
to  3  ft.  4  in.  deep  below  the  top  of  the  rail.  The  pits  are  built  with  a  foundation  of  stone  flagging; 
the  side  walls  are  built  up  on  this  foundation  for  about  i  ft.  in  height  with  brick,  and  for  the  balance 
of  the  height  with  timber,  the  rail  being  spiked  to  the  top  timber.  The  bottom  of  the  pit  is  paved 
with  concrete,  built  convex,  so  as  to  form  a  drain  along  each  side  wall.  The  drainage  of  the  pits  is 
very  thorough,  through  a  cesspool  and  a  brick  and  timber  culvert. 

Engine-house  at  Clinton,  la.,  Burlington,  Cedar  Rapids  cj"  Northern  Railway. — The  engine-house  of 
the  Burlington,  Cedar  Rapids  &  Northern  Railway  at  Clinton,  la.,  shown  in  Figs.  329  and  330,  designed 
by  Mr.  H.  F.  White,  Chief  Engineer,  B.,  C.  R.  &  N.  Ry.,  is  a  5-stall  segment  of  a  brick  roundhouse, 
with  iron  posts  on  the  inner  circle,  and  timber  posts  in  the  interior  supporting  a  low  flat  roof,  covered 
with  roofing-felt  and  gravel.  The  house  is  70  ft.  wide,  outside  measurement,  and  the  panel  length  on 
the  inner  circle  is  12  ft.  6f  in.  The  foundations  of  the  walls  are  of  stone.  The  outside  wall  is  brick, 
13  in.  thick,  panelled  on  tiie  outside  and  with  pilasters  at  the  corners,  the  wall  being  17  in.  thick  at  the 


Fig.  329.~Cross  section. 


Fig.  330. — Ground-plan. 


pilasters.  The  posts  between  the  engine-doors  on  the  inner  circle  are  of  cast-iron,  keystone-shaped, 
with  the  necessary  grooves  for  the  doors.  The  door-opening  is  spanned  with  an  iron  beam  lintel. 
The  opening  is  16  ft.  6  in.  high  in  the  clear  above  top  of  rail.  The  wooden  posts  supporting  the  roof 
inside  the  building  are  12  in.  X  12  in.  The  girders  of  the  roof  are  10  in.  X  12  in.  on  the  inner  slope 
and  12  in.  X  12  in.  on  the  outer  slope  of  the  roof.  The  jnirlins  are  2  in.  Xio  in.  to  4  in.  X  10  in., 
spaced  from  24  in.  to  30  in.  apart.  'I'he  pitch  of  the  roof  is  i  in  10.  'i'he  pits  are  52  ft.  long  by  3 
ft.  81  in.  wide  in  the  clear,  and  from  2  ft.  to  2  ft.  6  in.  deep  below  top  of  rail.  The  side  w-alls  are 
built  of  stone,  capped  with  a  timber  stringer  to  which   the  rail  is  spiked.     The  bottom  of  the  jjits  is 


192 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


made  convex,  and  the  drainage  empties  at  the  hnver  end  into  a  stone  box-drain.  There  is  a  small 
smoke-flue  provided  in  the  roof  at  the  point  where  smoke-stacks  of  engines  are  when  in  the  stall  ; 
otherwise  there  is  no  ventilation  in  the  roof. 

This  house  with  5  stalls  cost  in  1885,  complete,  $5200,  or  $1040  per  stall.  Mr.  White  states  that 
he  subsequently  built  a  lo-stall  house,  with  not  such  difficult  foundations  as  the  house  at  Clinton, 
complete  for  $8900,  or  $890  per  stall. 

Engine-house,  Alabama  Great  Southern  Railroad. — The  engine-house  of  the  Alabama  Great 
Southern  Railroad,  shown  in  Figs.  331  and  332,  plans  for  which  were  kindly  furnished  by  Mr.  G.  B. 


Fig.  332. — Ground-plan. 

Nicholson,  Chief  Engineer,  is  a  frame  roundhouse  with  low  flat  roof  covered  with  asphalt  roofing- 
felt.  The  outside  diameter  of  the  house  is  244  ft.,  the  inner  diameter  is  114  ft.  8  in.,  so  that  the 
width  of  the  house  is  64  ft.  8  in.  The  angle  of  the  stalls  is  12  degrees,  and  the  panel  length  on  the 
inner  circle  is  12  ft.  The  wooden  posts  between  the  doors  of  the  inner  front  and  at  the  corners  of 
the  outer  front  are  8  in.  X  12  in.  The  studding  of  the  outer  wall  and  gables  is  3  in.  X  8  in.  The 
foundations  throughout  are  on  blocking.  The  clear  height  from  top  of  rail  to  the  roof  girders  at  the 
walls  is  18  ft.  The  doors  on  the  front  are  17  ft.  high  in  the  clear  above  the  top  of  rail.  The  roof- 
girders  are  10  in.  X  12  in.,  supported  at  the  centre  of  the  building  by  a  wooden  12-in.  X  12-in.  post. 
The  purlins  are  6  in.  X  12  in.,  spaced  about  8  ft.  apart.  The  rafters  are  2  in.  X  4  in.,  covered  with 
boards  and  3-ply  asphalt-roofing.  The  pitch  of  the  roof  is  i  in  10.  The  outside  of  the  building 
is  sheathed  with  i-in.  X  lo-in.  upright  weather-boarding,  and  i-in.  X  3-in.  bevelled  battens.  The 
engine-pits  are  43  ft.  long  by  4  ft.  2  in.  wide  in  the  clear,  and  from  2  ft.  to  2  ft.  6  in.  deep  below  the 
base  of  rail.  The  side  walls  of  the  pits  are  brick,  13  in.  thick,  with  oak  wall-plates,  10  in.  X  12  in., 
to  which  the  rails  are  spiked.  The  pits  are  paved  with  brick  on  edge,  dished  towards  the  middle  of 
the  pit.  The  pits  drain  into  a  lo-in.  vitrified-clay  drain-pipe.  The  floor  in  the  building  consists  of 
2-in.  oak  plank  on  4-in.  X  6-in.  mud-sills,  spaced  3  ft.  ajiart,  and  well  bedded  in  cinder  or  ballast. 
The  top  of  floor  is  level  with  the  to])  of  rails.  A  2-ft.  smoke-tlue  of  No.  16  galvanized  iron  in  each 
stall  takes  the  smoke  from  the  smoke-stacks  of  the  engines. 


ENGINE-HO  USES. 


'9o 


Engiiic-liousc  iit  Bcuii/slow/i,  III.,  Cliicago,  Builiiigtun  li    Qiiiiuy  Railroad. — Tlie  engine-house  of 
the  Chicago,  Burlington  &  Quincy  Railroad  at  Beardstown,  111.,  shown  in  Figs.  333  to  337,  plans  for 


Fig.  333. — Cross-section. 


Fig.  334.— GRoiiND-n.AN. 


R 


Fig.  335.— Ei.kvation  of  Interior  Wall  and  Engine-doors.       Fig.  336.— Elevation  of  Outside  Wall. 

which  were  kindly  furnished  liy  Mr.  Wni.  Fors\t!i,  Mechanical  Engineer,  t'.,  I!.  &  Q-  K.  R.-,  is  an  18- 
stall  segment  of  a  30  stall  brick  roundhouse,  with  a  low  llat  girder  roof  resting  cm  timber  posts  in  the 


194 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


interior  of  the  building,  and  covered  with  a  tarred  gravel  roof.  The  outside  diameter  of  the  house  is 
256  ft.,  the  inner  diameter  is  120  ft.,  and  the  diameter  of  the  turn-table  is  60  ft.  The  width  of  the 
house  is,  therefore,  68  ft.,  and  the  space  between  the  turn-table  and  the  inner  circle  of  the  house  is  30 
ft.  The  angle  of  the  stalls  is  12  degrees.  The  panel  length  on  the  inner  circle  is  12  ft.  6  in.,  and  on 
the  outer  circle  26  ft.  7  in.  The  clear  lieight  from  the  top  of  the  rail  to  the  roof  girder  at  the  inner 
wall  is  18  ft. 

Tlie  foundations  of  the  wall  are  of  stone,  2  ft.  thick,  capped  at  the  ground  level  with  an  S-in. 
stone  coping.  The  outer  wall  is  of  brick,  13  in.  thick,  panelled  on  the  outside,  and  with  pilasters  at 
the  angles  on  the  inside  and  outside  of  the  wall,  the  thickness  of  the  wall  at  the  pilasters  being  26  in. 


^ 


I 


Fig.  337. — End  Elevation. 

There  are  two  windows  in  each  panel  of  the  outside  wall,  each  window  having  24  lights,  12  in.  X  18 
in.  The  inner  front  consists  of  cast-iron  columns  between  the  doors,  the  door-opening  being  spanned 
by  a  cast-iron  lintel.  The  door-opening  is  11  ft.  5  in.  wide  in  the  clear  and  16  ft.  3^  in.  high  in  the 
clear.     The  doors  are  square-top,  panelled  and  glazed,  as  shown,  and  swing  inwardly. 

The  roof  is  a  single-pitched  roof  on  a  slope  of  i  in  12,  the  highest  point  being  at  the  outer  wall. 
The  roof-girders  are  supported  inside  the  house  by  two  lo-in.  X  lo-in.  timber  posts,  with  cast-iron  bed- 
plates resting  on  12-in.  stone  pedestals,  with  a  stone  foundation  4  ft.  9  in.  square.  The  girders  are 
two  pieces,  respectively,  6  in.  X  16  in.,  7  in.  X16  in.,  and  8  in.  X16  in.,  for  the  three  spans  starting 
from  the  inner  wall  to  the  outside  of  the  building.  The  purlins  are  2  in.  X  12  in.,  and  3  in.  X  12 
in.,  spaced  to  suit  the  span.     The  roof  is  covered  with  |  in.  boards  and  a  tarred  gravelled  roofing-felt. 

The  engine-pits  are  52  ft.  8  in.  long  by  3  ft.  10  in.  wide  in  the  clear,  and  from  2  ft.  8  in.  to  3  ft. 
2  in.  deep  below  the  top  of  the  rail.  The  pits  are  built  w  itli  a  conve.\  bottom,  so  as  to  throw  the 
water  toward  each  side  wall.  The  top  of  the  walls  is  covered  with  a  12-in.  X  12-in.  wall-plate  to 
which  the  rail  is  spiked,  the  top  of  the  rail  being  level  with  the  floor  of  the  house.  The  drainage  of 
the  pits  is  excellent,  consisting  of  an  opening  at  the  lower  end  leading  directly  into  a  stone  box-sewer 
33  in.  w-ide,  with  a  concave  concrete  bottom  and  covered  with  the  floor-timbers,  making  the  sewer 
thus  easily  accessible  for  cleaning  out  and  repairs.  The  (Mooring  in  the  house  consists  of  2-in.  plank 
laid  on  mud-sills. 

The  ventilation  is  effected  at  the  high  end  of  the  roof  next  to  the  outer  wall  by  a  3-ft.  4-in. 
round  sheet-iron  ventilator  in  the  roof  over  each  stall.  There  is  also  a  smoke-stack  with  a  movable 
bell-shaped  lower  piece  hung  in  the  roof,  the  centre  of  the  stack  being  14  ft.  4  in.  from  the  inner  face 
of  the  outer  wall.  The  rain-water  is  carried  down  from  the  roof  at  every  fourth  column  of  the  inner 
circle  through  a  4-in.  round  down-conductor  to  the  box-drain  inside  of  the  house. 

Engine-house  at  Waycross,  Ga.,  Savannah,  Florida  &'  Western  Railioay. — The  engine-house  of 
the  Savannah,  Florida  &  Western  Railway  at  Waycross,  Ga.,  shown  in  Fig.  338,  designed  by  Mr. 
W.  B.  W.  Howe,  Jr.,  Chief  Engineer,  S.,  F.  &  W.  Ry.,  is  a  segment  of  a  frame  roundhouse  with 
a  low  single-pitched  flat  roof  covered  with  tarred  roofing-felt.  The  outside  diameter  is  about  276 
ft.,  the  inner  diameter  is  about  138  ft ,  and  the  diameter  of  the  turn-table  is  54  ft.  The  width  of  the 
house  is,  therefore,  69  ft.,  and  the  space  between  the  turn-table  and  the  inner  circle  of  the  house  is 
42  ft.     The  clear  height  of  the  door-opening  is  17  ft.  alioxe  the  top  of  rail. 


ENGINE-HO  USES. 


'95 


The  posts  at  the  angles  of  tlie  outer  wall,  also  inside  the  house,  and  between  the  doors  on  the 
inner  wall,  are  of  wood,  8  in.  X  8  in.,  with  6-in.  X  8-in.  plates.  The  jjosts  rest  on  12-in.  stone  ped- 
estals, bedded  on  small  stone  piers.  The  roof-bents  consist  of  3-in.  X  8  in.  principal  rafters,  2-in.  X 
6-in.  tie-beams,  and  2-in.  X  8-in.  braces,  as  shown.  The  purlins  are  2  in.  X  8  in.,  covered  with  i-in. 
boards  and  tarred  roofing-felt.  The  roof  is  single-pitched,  with  a  slope  of  i  in  7.  The  engine-pits  are 
located  centrally  in  each  stall,  and  are  46  ft.  long  by  4  ft.  3  in.  wide  in  the  clear,  and  from  2  ft.  to  2 
ft.  4  in.  deep.  The  design  of  the  engine-pits,  more  especially  the  cast-iron  chair  for  holding  the  rails 
on  the  side  walls,  has  been  previously  described  and  illustrated  in  Figs.  153  and  154  in  the  chapter  on 
Ashpits.  The  pits  are  built  of  brick,  with  14-in.  side  walls,  the  rails  being  bolted  to  cast-iron  chairs 
walled  into  the  brick  side  walls  at  intervals  of  4  ft.  The  bottom  of  the  pit  is  built  convex.  The 
drainage  from  the  pits  is  effected  through  a  4-in.  terra-cotta  drain-pipe  leading  into  an  open  ditch 


Fu;.  338. — Ckoss  SECTION. 


around  the  outside  of  the  building.  The  highest  point  of  the  roof  is  at  the  inner  wall.  Ventilation  is 
effected  l)y  means  of  a  smoke-stack  in  each  stall  hung  in  the  roof  over  the  pit,  the  stack  having  a 
movable  lower  bell-shaped  piece  to  fit  over  the  smoke-stack  of  engines.  The  outside  of  the  l)uilding 
is  sheathed  with  horizontal  weather-boarding.  There  are  two  square  windows  in  each  panel  of  the 
outer  wall,  the  windows  being  located  next  to  the  angles  of  the  panel,  the  middle  space  of  the  panel 
opposite  the  end  of  the  engine-pit  being  occupied  on  the  inside  of  the  wall  by  a  series  of  closets. 

Eiigine-luiiisc  at  Ashland,  Wis  ,  Wisconsin  Central  Railroad. — The  engine-house  of  the  Wisconsin 
Central  Railroad  at  Ashland,  Wis.,  shown  in  Figs.  339  and  340,  is  a  lo-stall  segment  of  a  32-stall  full- 
circle  roundhouse,  with  brick  walls  and  a  low  flat  single-pitched  girder  roof,  covered  with  a  tarred 
gravel  roof.  The  outside  diameter  of  the  house  is  262  ft.,  the  inner  diameter  is  130  ft.,  the  diameter 
of  the  turn-table  is  54  ft.  The  width  of  the  house  is,  therefore,  66  ft.,  and  the  space  between  the 
turn-table  and  the  inner  circle  of  the  house  is  38  ft.  The  angle  of  the  stalls  is  11°  15'.  The  panel 
length  on  the  inner  circle  is  12  ft.  9  in.,  and  on  the  outer  circle  25  ft.  8  in.  The  clear  height  from 
the  top  of  rail  to  the  roof-girder  at  the  outer  wall  is  16  ft.  6  in. 

The  foundations  of  the  outer  wall  are  stone,  2  ft.  thick  at  top.  The  outer  wall  is  of  brick,  17  in. 
thick,  panelled  on  the  outside,  and  with  pilasters  at  the  angles  on  the  inside  and  outside  of  the  wall. 
There  are  two  windows  in  each  panel  of  the  outside  wall,  each  window  having  40  lights,  10  in.  X  12 
in.  The  inner  front  consists  of  wooden  jjosts  between  the  doors,  each  post  being  made  of  one  jiiece 
12-in.  X  12-in.  oak  in  the  front,  with  a  lo-in.  "<  12-in.  piece  of  pine  back  of  it.  These  posts  rest  on 
stone  piers.  The  sill  of  the  engine-doors  is  a  12-in.  X  14-in.  stick  of  oak,  the  rail  being  spiked  to  it. 
'I  he  door-opening  is  16  ft.  high  in  the  clear. 

The  roof  is  a  single-jjitched  roof,  on  a  slope  of  i  in  12,  the  highest  point  being  at  the  inner  wall. 
The  roof-girders  are  supported  at  the  centre  of  the  house  by  a  12-in.  X  14-in.  pine  jjost,  with  8-in.  X 
12-in.  corbel  at  top,  and  8-in.  X  12-in.  knee-braces.  The  girder  consists  of  a  12-in.  X  12-in.  pine  stick. 
The  purlins  are  2  in.  X  12  in.,  spaced  from  16  in.  to  24  in.  ajiart. 

The  engine-pits  are  located  centrally  in  the  stall,  and  are  51  ft.  long  by  4  ft.  wide  in  the  clear, 
and  from  2  ft.  8  in.  to  3  ft.  deep  below  the  base  of  rail.  The  side  walls  are  of  stone,  18  in.  wide, 
coped  with  lo-in.  X  12-in.  pine  wall-])lates,  to  whicli  tlie  rails  are  spiked,  the  top  of  the  rail  being  level 
with  the  tup  uf   the  (loor.     The   bottom   of  the  jiil  is  built   concave,    and   paved  with   brick  on   edge. 


196 


BUILDINGS   AND    STRUCTURES   OF  AMERICAN   RAILROADS. 


The  drainage  is  effected  tbrougli  a  cast-iron  plate  at  the  lower  end  of  the  pit  into  a  cesspool,  the 
cesspools  being  connected  between  the  pits  by  a  9-in.  vitrified-pipe  drain.  The  flooring  in  the  house 
consists  of  3-in.  plank,  laid  on  4-in.  X  6-in.  mud-sills,  sjiaced  24  in.  apart.  The  ventilation  of  the 
house  is  effected  by  windows  over  the  engine-doors  at  the  inner  front  of  the  house,  and  through 
smoke-stacks  of  sheet-iron  hung  in  the  roof  over  each  stall,  the  centre  of  the  stack  being  placed  13 
ft.  from  the  inner  surface  of  the  outside  wall.  Although  the  house  at  Ashland  has  only  ten  stalls, 
there  is  a  brick  fire-wall  in  the  house  dividing  it  into  two  parts,  so  as  to  give  greater  safety  in  case  of 
fire.     This  fire-wall  is  carried  up  some  distance  above  the  roof,  and  is  only  pierced  by  a  small  door. 


Fig.  339.— Cross  sec  I  ion. 


Fig.  340. — Gkound-plan. 


Engine-house  at  Wilkesbarre,  Pa.,  Lehigh  Valley  Railroad.-  The  engine-house  of  the  Lehigh 
Valley  Railroad,  designed  for  Wilkesbarre,  Pa.,  by  Mr.  A.  W.  Stedraan,  Chief  Engineer,  L.  V.  R.  R., 
assisted  by  Mr.  F.  E.  Schall,  shown  in  Fig.  341,  is  a  segment  of  a  brick  roundhouse,  with  a  low  flat 
girder  roof,  supported  by  iron  columns  in  the  interior  of  the  building,  and  covered  with  a  tarred 
gravel  roof.  The  outside  diameter  of  the  house  is  354  ft.,  inner  diameter  206  ft.,  and  the  diameter 
of  the  turn-table  is  60  ft.     The  width  of   the   house  is,  therefore,  74  ft.,  and  the  space  between  the 


ENGINE-HO  USES. 


'97 


turn-table  and  the  inner  circle  of  the  house  is  73  ft.     The  panel  length  on  the  inner  circle  is  12  ft., 
and  on  the  outer  circle  20  ft.  7  in. 

The  outside  wall  is  of  brick,  on  a  stone  foundation.  The  wall  is  panelled  on  the  outside  with 
pilasters  at  the  corners.  Each  panel  of  the  outside  wall  has  two  large  square  windows  with  cast-iron 
sills  and  lintels.  The  inner  front  consists  of  Phoenix  wrought-iron  columns  between  the  doors.  The 
engine-doors  are  circle-top,  hung  in  pairs.  The  door-opening  is  spanned  by  an  ornamental  cast-iron 
arch-plate  and  panel-plate  above  it,  surmounted  by  a  galvanized-iron  cornice.  The  roof-bents  con- 
sist of  trussed  I-beams,  there  being  three  spans,  supported  by  the  outer  walls  and  by  two  cast-iron 
columns  inside  the  house.  These  trussed  beams  carry  purlins,  which  support  the  roof-boards  and 
roofing  material. 


Fig.  341. — Cross-section. 


a=-er- 


Engine-house  at  Tmvanda,  Pa.,  Lehigh  Valley  Railroad. — The  engine-house  of  the  Lehigh 
Valley  Railroad  at  Towanda,  Pa.,  designed  by  Mr.  A.  W.  Stedman,  Chief  Engineer,  L.  V.  R.  R., 
assisted    by  Mr.   Y.    E.  Schall,   shown   in    Figs.  342   and   343,   illustrates   a  very   unique   method  of 


Fig.  342. — Cross-section. 


Fig.   343.  — Grocnd-plan. 


utilizing  a  limited  ground-space,  adjacent  and  parallel  to  the  main  tracks  of  a  railroad,  for  an  engine- 
house.  In  the  instance  under  discussion,  the  land  available  allowed  of  the  construction  of  a  square 
house,  63  ft.  X  183  ft.,  with  7  tracks  entering  the  building  at  an  angle  of  46  degrees  with  the  face  of 
the  building.  The  tracks  are  spaced  13  ft.  centre  to  centre  on  the  square,  or  18  ft.  centre  to  centre 
on  the  skew,  measured  along  the  face  of  the  building.  The  building  is  of  brick,  with  an  iron  roof- 
truss,  built  on  the  triangular  system,  with  purlins  and  roof-boards  covered  with  slate.  The  columns 
between  the  doors,  along  the  face,  are  cast-iron  segmental  columns,  spaced  i8  ft.  aj)art.  The  engine- 
doors  are  steel  roller-shutter  doors.  The  opening  is  spanned  by  an  iron  lintel,  surmounted  by  a 
heavy  galvanized-iron  cornice.  The  corners  of  the  square  building  not  occupied  by  the  tracks  are 
used  for  repairs  and  storage  of  supplies. 

Square  Brick  Engine-house  at  Mauch  Chunk,  Pa.,  Lehigh  Valley  Railroad. — Tiie  brick  car-shed  of 
the  Lehigh  Valley  Railroad  at  Mauch  Chunk,  Pa.,  described  above  in  the  cliapter  on  Car-Sheds,  and 
illustrated  in  Figs.  128  to  131,  can  serve  as  an  example  of  a  square  brick  engine-house  for  two 
engines.  The  building  is  34  ft.  2  in.  wide  X  85  ft.  long,  of  brick,  with  combination  roof-trusses, 
roofed  with  slate.  There  are  two  tracks  in  the  building,  spaced  14  ft.  10  in.  centres,  which  enter 
through  two  large  circle-top  engine-doors  at  one  gable-end  of  the  building. 


198  BUILDINGS  AND    STRUCTURES   UP  AMERICAN   RAILROADS. 

Square  Brick  Engine-house  at  New  Castle,  Pa.,  New  York,  Lake  Erie  iSr-'  Westein  Railroad. 
— The  square  brick  engine-house  of  the  New  York,  Lake  Erie  &  Western  Raihoad  at  New  Castle, 
Pa.,  is  a  brick  structure,  53  ft.  wide  and  68  ft.  long,  with  accommodations  for  three  engines.  There 
are  three  tracks  running  into  the  building,  the  central  one  of  which  has  a  track-pit  under  it.  The 
foundations  are  of  stone,  and  the  walls  of  brick,  16  in.  thick,  panelled,  the  walls  being  20  in.  thick  at 
the  pilasters.  The  roof-trusses  are  spaced  14  ft.  5  in.  centres,  and  are  combination  trusses  with  8-in. 
X  i2-in.  white-pine  principal  rafters,  cast-iron  struts,  and  wrought-iron  tie-rods.  The  purlins  are  3 
in.  X  8  in.,  covered  by  i-in.  boards,  and  roofed  with  slate.  The  tracks  are  spaced  17  ft.  centres, 
entering  the  house  at  one  gable-end  through  three  segmental-top  engine-doors,  hung  in  pairs.  The 
clear  opening  of  the  doors  is  12  ft.  in  width,  and  the  tops  of  the  openings  are  spanned  by  flat 
segmental  brick  arches.  There  are  eight  large  window-s  on  each  side  of  the  house  and  six  on  the 
rear  gable,  each  window  having  32  lights,  10  in.  X  16  in.  Smoke-stacks  are  hung  in  the  roof  to  take 
the  smoke  from  stacks  of  engines  when  in  the  house.  The  engine-pit  is  45  ft.  long,  4  ft.  wide  in 
the  clear,  and  2  ft.  deep,  draining  at  the  lower  end  through  an  iron  grate  into  a  cesspool,  from  which 
an  8-in.  drain-pipe  leads.  The  pits  are  built  of  brick,  and  coped  with  longitudinal  timbers,  to  which 
the  rails  are  spiked.  The  floor  of  the  house  consists  of  plank  on  mud-sills,  the  top  of  the  floor  being 
level  with  the  toj)  of  the  rails.  Hydrants  are  provided  between  the  tracks.  Small  flues,  built  into 
the  end  wall,  take  off  the  smoke  from  stoves  used  in  winter  to  heat  the  house. 

Engine-house  at  East  Alauch  Chunk,  Pa.,  Lehigh  Valley  Railroad. — The  engine-house  of  the 
Lehigh  Valley  Railroad  at  East  Mauch  Chunk,  Pa.,  designed  and  built  under  the  direction  of  the 
author,  assisted  by  Mr.  F.  E.  Schall,  shown  in  Figs.  344  to  348,  is  a  large  square  brick  engine-house, 
with  a  system  of  broken  roofs  supported  on  columns  throughout  the  Iiouse.  The  house  is  124 
ft.  wide  X  132  ft.  long,  and  has  nine  stalls  running  through  it,  each  stall  accommodating  two  engines, 
so  that  the  capacity  of  the  house  is  18  engines.  The  stalls  are  spaced  13  ft.  centres,  and  there  are 
engine-doors  at  each  stall  at  both  ends  of  the  house.  There  is  a  track  approach  at  each  end 
of  the  house,  so  that  engines  can  pass  in  and  out  at  either  end  of  the  building.  The  choice  of  this 
design  was  necessitated  from  the  fact  that  the  engine-house  in  question  had  to  bg  built  in  a  narrow- 
mountain  gulley.  The  track  approach  from  one  side  of  the  house,  if  necessary,  would  have 
answered,  but  it  was  thought  best  to  have  approaches  at  both  ends,  so  as  to  facilitate  the  movement 
of  engines. 

The  foundations  of  the  walls  are  of  stone.  The  side  walls  are  of  brick,  17  in.  thick,  with 
pilasters.  The  posts  between  the  doors  are  cast-iron  segmental  columns.  The  posts  in  the  interior 
of  tire  house  are  cast-iron  round  hollow  columns,  resting  on  cast-iron  hollow  bed-plates,  the  whole 
being  so  arranged  that  the  drainage  from  the  valleys  between  the  broken  roofs  is  taken  down  through 
the  iron  columns  and  pedestals  to  a  drain-pipe  leading  into  the  adjacent  pits.  The  roofs  are  built 
in  22-ft.  spans,  running  across  the  building.  The  roofs  at  the  front  and  back  of  the  building  are 
built  on  what  is  known  as  the  "  saw-tooth  "  principle,  the  long  slope  forming  an  angle  of  30  degrees 
w'ith  the  horizon,  the  front  slope  being  set  at  an  angle  of  60  degrees  with  the  horizon.  Windows  are 
inserted  in  the  front  slope,  so  that  a  large  amount  of  light  can  iienetrate  the  interior  from  above. 

The  interior  roofs  in  the  building  under  discussion  were  built  as  plain,  symmetrical  double- 
pitched  roofs,  but  in  the  original  design  the  intention  was  to  have  "  saw-tooth  "  roofs  throughout 
the  building,  with  the  windows  facing  the  north,  which  is  the  best  method  of  any  known  to  the  author 
to  cover  a  large  square  building  cheaply.  This  system  offers  the  advantage  of  good  ventilation  and 
an  excellent  diffused  light  from  above  throughout  the  building,  in  addition  to  the  feature  that,  the 
roof  being  low,  the  building  is  easily  heated  in  winter.  The  objection  to  the  fact  that  snow  in  winter 
lodges  in  the  valleys  between  the  roofs,  and  freezes  solid  in  the  gutters,  is  overcome  in  practice  in  this 
house,  and  in  other  places  known  to  the  author,  by  inserting  a  small  steam-pipe  along  each  valley. 
Where  the  house  is  heated  by  steam,  as  in  the  building  at  East  Mauch  Chunk,  the  small  amount  of 
steam  required  to  thaw  out  the  gutters,  or  keep  the  water  from  freezing,  is  inappreciable. 

The  pits  are  114  ft.  long  by  3  ft.  11  in.  wide  in  the  clear,  and  from  2  ft.  4  in.  to  3  ft.  deep  below 
the  top  of  the  rail.  They  are  drained  near  the  centre  of  the  pit  across  the  house,  from  ])ir  to  pit,  by 
a  i2-in.  iron  drain-pipe,  connecting  cesspools  formed  in  the  paving  of  each  pit  on  the  line  of  the  |)ipe. 
The  pits  are  built  with   stone  side  walls,  coped  with   stone  slabs,  to  which  the  rails  are  fastened  with 


ENGINE-HO  USES. 


199 


Fig.  344. — Cross-section. 


Fig.  345.— Longitudinal  Section. 


Fig.  346.-  Ground-plan. 


200  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

clip  rag-bolts.  The  floor  is  cement  on  gravel  The  roof-trusses  are  very  light,  Init  l)raced  both 
ways,  so  that  the  entire  structure  is  very  stable.  Iron  smoke-stacks  are  inserted  at  the  proper  points 
to  suit  the  smoke-stacks  of  engines  standing  over  the  pits. 


Fig.  347. — Front  Elevation. 


Fig.  348. — Side  Elevation. 


Engine-house  at   Orwigsburg,  Pa.,  Lehigh    Valley  Rai/n>ai/.—The  engine-house   of    the   Lehigh 
Valley  Railroad  at  Orwigsburg,  Pa.,  shown  in  Figs.  349  and  350,  designed  and  built  under  the  direction 

of  Mr.  Wm.  F.  Pascoe,  Sujierintendent  of  Bridges,  L.  V.  R.  R.,  is  a 
frame  engine-house,  37  ft.  X  140  ft.,  sheathed  on  the  outside  with 
corrugated  iron,  and  roofed  with  slate.  Two  tracks  enter  the 
building,  spaced  13  ft.  centres,  there  being  room  on  each  track  for 
two  engines,  so  that  the  capacity  of  the  house  is  four  engines.  At 
one  gable-end  there  are  two  engine-doors,  11  ft.  6  in.  wide  X  16  ft. 
high  above  the  top  of  rail  in  the  clear.  The  doors  are  square-top 
frame  doors  hung  in  pairs,  and  covered  on  the  outside  with 
galvanized  sheet-iron  without  any  glazing.  The  rear  gable  has 
three  windows,  and  the  sides  of  the  building  have  windows  every 
10  ft.,  each  window  having  32  lights,  10  in.  X  12  in.  There  are 
three  louvred  ventilators  provided,  and  four  smoke-stacks  are  hung 
in  the  roof  over  each  stall,  so  that  engines  can  enter  the  house  head 
first  or  back  in.  The  foundation  of  the  building  and  pits  are  2-ft  stone  walls.  The  pits  are  120  ft. 
long  by  3  ft.  10  in.  wide  in  the  clear,  and  from  2  ft.  to  2  ft.  6  in.  deep  below  the  base  of  the  rail.  The 
smoke-stacks  are  made  of  -rV-ii-  sheet-iron,  18  in.  in  diameter,  with  a  4-ft.  bell  at  the  base,  the  bottom 
of  which  is  set  15  ft.  6  in.  above  the  top  of  the  rail.  The  height  of  frame  is  17  ft.  6  in.  from  top  of 
sill  to  top  of  plate.  The  bents  are  spaced  in  general  10  ft.  centres  throughout  the  house.  The 
principal  timbers  are:  sills,  8  in.  X  10  in.;  plates,  6  in.  X  8  in.;  posts,  6  in.  X  6  in.;  studs,  3  in.  X  6 
in.  ;  principal  rafters,  6   in.  X  8   in.  ;   tie-lx-anis,  6   in.  X  8  in.;    truss-braces,  4  in.  X  6  in.;    purlins, 


Fig.  349. — Cross-section  and 
End  Elevation. 


ENGINE-HOUSES.  201 

4  in.  X  6  ill.;  rafLers,  3  in.  X  S  in.,  spaced  18  in.  centres;  roof-sheathing,  i-in.  l)<)ards.      Pitch  of  rout, 
i  rise.     Rods  of  roof-trusses,  f  in.,  i  in.,  and  \\  in.  in  diameter. 

The  cost  of  this  house,  including  foundations,  was  $3629.38  for  materials,  and  Ijji2225.5i  for  labor, 
or  a  total  cost  of  $5854.89,  equivalent  to  $1463.72  per  stall. 


\L 


Fig.  350. — Ground-plan. 

E/igine-/wi/sc  and  Car-shop  Rotunda  at  Mt.  Clare,  Baltimore,  Aid.,  Baltimore  &>  Ohio  Railroad. — 
The  Baltimore  &  Ohio  Railroad  has  at  its  principal  repair-shops  at  Mt.  Clare,  Baltimore,  Md.,  a 
rotunda,  used  at  present  as  a  car-repair  shop,  which  design,  however,  can  serve  very  well  as  an 
example  of  an  engine-house  rotunda.  This  style  of  engine-house  is  very  common  in  Europe,  but  has 
not  been  adopted  extensively  in  this  country.  The  advantage  of  a  rotunda  design  for  an  engine-house 
or  car-shop  is  that  the  turn-table  is  covered,  and  there  are  no  delays  or  trouble  caused  in  winter 
from  heavy  snowfalls;  in  addition  to  which,  especially  for  repair  work,  the  superintendence  and  over- 
sight of  the  work  going  on  in  the  interior  of  the  building  is  greatly  facilitated. 

Plans  of  this  structure  were  published  in  the  issue  of  the  Railroad  Gazette  of  August  22,  18S4,  in 
connection  with  the  following  description  and  remarks  : 

The  external  walls  are  built  of  hard  brick,  and  tlie  roof  is  slated.  The  space  between  the  tracks  is 
paved  with  Fall's  Road  stone,  resting  on  a  bed  of  salt-water  sand  rammed  down  tight.  The  building  is 
divided  into  22  stalls,  and  as  it  measures  235  ft.  diameter  inside,  the  longest  passenger-  or  sleeping-cars  can 
be  easily  accommodated.  The  whole  building  is  completely  roofed  in,  and  is  very  well  lit  by  the  central 
lantern  or  clear-story,  100  ft.  in  diameter.  The  roof  rises  sharply  from  the  outside  walls  to  the  base 
of  the  lantern,  and  is  carried  on  lattice-girders,  which,  with  the  lantern,  are  supported  by  wrought-iron 
pillars,  each  composed  of  two  9-in.  and  two  12-in.  channel-irons  riveted  together  in  the  form  of  the  letter  H. 
Wrought-iron  pillars  can  often  be  used  very  advantageously  in  lofty  shops.  They  take  up  less  floor-space 
than  cast-iron  columns,  can  be  made  considerably  lighter,  and  are  more  easily  transported  and  erected,  and 
in  certain  cases  these  advantages  render  the  wrought-iron  columns  the  clieapest.  The  lantern  is  trussed,  a 
precaution  which  is  very  generally  thought  unnecessary,  the  sloping  sides  being  treated  as  struts,  whose 
thrust  is  counteracted  by  a  ring  at  the  base  of  the  cone. 

The  great  height  and  size  of  tliis  remarkably  handsome  structure  are  enhanced  by  the  tasteful  manner 
and  light  color  in  which  the  interior  is  painted.  At  first  sight  it  might  be  thought  an  extravagantly  large 
and  costly  structure  to  contain  only  22  cars.  But  a  little  figuring  will  show  that  this  is  not  the  case.  A 
rectangular  building  in  three  bays  with  a  traverser  down  the  centre  aisle,  and  stalls  right  and  left,  enables 
each  car  to  be  moved  without  disturbing  any  other  car,  and  in  that  respect  gives  similar  advantages.  A 
traverser,  however,  is  not  so  easily  moved  as  a  turn-table,  and  would  require  a  larger  number  of  men  to 
work  it.  The  circular  shed  under  notice  gives  a  minimum  clear  space  between  cai;s  of  about  5  ft.  9  in.  A 
comparison  with  a  rectangular  shed  able  to  accommodate  the  same  maximum  length  of  car  and  giving  a 
clear  space  of  6  ft.  between  cars  shows  that  the  rectangular  shed  requires  tlie  smaller  roof  to  cover  it,  the 
area  being  g  per  cent  less,  while  the  four  walls  are  7  per  cent  longer  than  the  circular  wall  of  the  turn-table 
shed,  each,  of  course,  having  the  same  number  of  stalls.  It  would  therefore  appear  that  when  it  is  a 
question  of  housing  about  20  cars  there  is  little  difference  in  the  cost,  while  the  circular  form  gives  more 
available  space  for  benches,  etc.,  as  a  turn-table  occupies  a  smaller  area  than  a  traverser,  and  therefore  less 
room  is  wasted.  This  difference  is  more  considerable  than  might  be  supposed,  and  tlie  circular  form  gives 
more  working  floor-space,  in  the  proportion  of  about  13  to  8,  when  both  sheds  are  full  of  cars  and  the  space 
occupied  by  the  turn  table  in  one  case  and  the  traverser-bed  in  the  other  is  treated  as  unavailable. 


202  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


CHAPTER   XVII. 

FREIGHT- HOUSES. 

Freight-houses  on  railroads  can  be  divided  into  terminal  freight-houses  and  local 
freight-houses.  The  former  are  large  separate  buildings  at  important  terminals  of  a  railroad, 
while  the  latter  are  usually  small  structures  at  intermediate  stations  along  the  line  of  the 
road.  Terminal  freight-houses,  when  intended  for  the  reception  and  delivery  of  local  freight 
to  and  from  a  railroad,  are  located  near  some  prominent  thoroughfare,  as  close  to  the  busi- 
ness portion  of  the  town  as  feasible.  If  intended  for  receiving  and  shipping  of  freight  by 
water,  the  freight-house  is  located  on  the  water  front,  usually  on  a  pier  or  bulkhead.  At 
local  freight-houses  the  freight  is  received  from  and  delivered  to  wagons.  At  way-stations, 
where  the  passenger  and  freight  trade  are  not  very  heavy,  and  especially  where  the  freight 
traffic  is  more  important  than  the  passenger  business,  the  use  of  combination  depots  is  very 
generally  adopted  in  this  country,  which  class  of  buildings  is  discussed  in  a  separate  chapter 
under  the  heading  of  Combination  Depots. 

Relative  to  separate  local  freight-houses  at  way-stations,  it  can  be  said  that  the  design 
almost  universally  adopted  consists  of  a  single-story  frame  structure,  surrounded  by  high 
freight  platforms  on  several  or  on  all  sides.  If  tracks  are  only  on  one  side  of  the  building, 
the  station  is  termed  a  side-station,  but  if  there  are  tracks  on  both  sides  of  the  freight-house, 
then  it  is  called  an  island-station. 

Where  the  business  of  a  railroad  is  not  very  heavy,  and  car-load  freight  for  a  certain  sta- 
tion is  unusual,  or  else  provided  for  by  special  car-load  freight-delivery  sidings,  it  is  customary 
to  locate  the  freight-house  alongside  the  main  track'.  If  the  road  is  a  double-track  road  with 
light  traffic,  this  arrangement  is  still  feasible,  as  the  small  amount  of  freight  passing  to  or 
from  freight-trains  on  the  far  track  can  be  skidded  across  the  track  nearest  the  freight-house, 
or  a  freight  platform  can  be  built  on  the  opposite  side  of  the  main  tracks  from  the  freight- 
house,  as  shown  in  Fig.  351.  At  local  stations  considerable  package  freight  is  brought  to 
the  station  shortly  before  train-time,  and  wagons  are  frequently  waiting  to  take  freight  away 
as  soon  as  unloaded  from  trains,  so  that  very  little  freight  would  have  to  be  transferred  across 
the  main  tracks  between  the  freight-house  and  the  freight  platform  on  the  opposite  side  of  the 
tracks.  The  introduction  therefore  of  a  special  freight  platform  opposite  the  freight-house, 
as  shown  in  Fig.  351,  under  the  conditions  mentioned,  is  a  practical  solution  of  the  ques- 
tion of  handling  freight  on  a  double-track  road  at  a  small  wa\--station,  where  it  is  not  desired 
to  let  the  train  cross  from  the  far  main  track  to  the  one  next  to  tlie  building,  or  the  skid- 
ding of  freight  across  the  near  main  track  to  oi'  from  the  train  on  the  far  main  track  is  con- 
sidered too  dangerous. 


FREIGHT-  no  USES. 


203 


Where  the  traffic  on  the  railroad  is  heavy,  a  special  siding  has  to  be  introtluced,  either  in 
front  of  the  freight-house  between  the  building  and  the  main  track,  as  shown  in  Fig.  352, 
or  at  the  rear  of  the  building,  as  shown  in  Fig.  353.  Topographical  features,  the  land 
available,  and  especially  the  class  and  volume  of  business  existing  on  the  railroad  and  at  the 
station  in  question,  will  usually  govern  and  determine  to  a  more  or  less  extent  what  system 
of  side  tracks  to  adopt  at  a  freight-house.  In  some  cases  the  side  track  in  the  front  or  rear 
of  the  house  has  a  dead-end,  in  other  cases  it  is  connected  at  both  ends  with  the  main  track. 
In  the  former  case,  all  trains  have  to  back  in  or  out  of  the  siding,  so  that  a  dead-end  siding 
should  only  be  used,  if  possible,  for  cars  left  at  the  station,  and  not  for  loading  or  unloading 
freight  to  or  from  trains.  In  the  second  case,  trains  can  run  into  the  siding  from  either  direc- 
tion, and  after  discharging  or  receiving  freight  pass  on.  This  siding  should  be,  preferably, 
long  enough  to  allow  a  freight-train  standing  on  it  to  clear  the  main  track,  so  that  the  siding 
can  be  used  as  a  passing  point  for  trains. 

In  regard  to  the  relative  advantages  and  disadvantages  existing  between  the  arrange- 
ment of  tracks  at  a  side-station,  as  shown  in  Fig.  352,  and  at  an  island-station,  as  shown  in 
F"ig.  353,  the  side-station  has  the  advantage  that  less  land  is  occupied;  a  much  larger  plat- 
form frontage  is  presented  for  wagon  delivery  :  and  teams  and  persons  going  to  or  from  the 
freight-house  do  not,  necessarily,  have  to  cross  tracks.     The  disadvantages  of  a  side-station 


Fig.  352. — General   Layout   at  Local  Freight 
Side-station. 


_^^ 


,(!»':, 


v/n""'       N:s, 


Fig.  351. — General  Layout  at  Local  Fig.  353. — Gi;nkral  Layout  at  Local  Freight 

Freight-station  without  Sidings.  Island-station. 

are,  that  package  freight  from  or  for  freight-  trains  standing  on  the  main  track  has  to  be 
skidded  across  the  siding  unless  the  train  runs  into  the  siding;  and,  if  the  siding  is  a  through 
siding,  then  the  cars  standing  at  the  freight-house  have  to  be  moved  out  of  the  way,  while  if 
the  siding  is  a  .stub  siding,  then  the  train  has  to  back  in  or  out.  The  first  objection  mentioned, 
namely,  the  necessity  of  skidding  freight  across  the  side  track,  is  frequently  overcome  in  prac- 
tice by  stopping  the  car  in  tlic  train  on  the  main  track  opposite  an  empty  or  partially  empt\- 
car  standing  on  the  siding  and  trucking  freight  between  the  main-track  car  and  the  platform 
through  the  car  on  the  side  track.  The  advantages  of  an  island-station  are,  that  the  car- 
frontage  of  the  platforms  is  increased  ;  anil  the  main-track  trains  can  stop  next  to  the  plat- 
form without  disturbing  cars  on  the  side  track.  The  disadvantages  of  an  island-station  are, 
that  more  land  is  occupied  ;  the  wagon  frontage  of  the  platforms  is  reduced  ;  all  teams  and 
persons  going  to  or  from  the  station  have  to  cross  tracks,  unless  the  siding  on  the  rear  of  the 
house  is  a  stub  siding,  and  the  wagon-road  can  approach  the  station  on  the  side  of  the  dead- 
end of  the  siding;  and  the  space  at  each  end  of  the  building  between  the  main  track  and  the 


204 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


siding   is   narrow,  and  therefore  dangerous  for  teams,  in  case  the  horses  are  frightened  b)-  a 
passing  engine,  or  otherwise. 

A  good  combination  of  side  tracks  for  a  freight-house  at  a  way-station  on  a  single-  or 
double-track  road,  where  there  is  a  heavy  traffic  on  the  main  tracks  and  considerable  package 
and  car-load  freight  business  to  be  done  at  the  station,  is  shown  in  Fig.  354.  If  a  special 
car-load  delivery  track  is   not  desired,  the  upper  end  or  the   dead-end   of  the   freight-house 


3; 


.■y^i»:;?Y?*??t.: 


Fig.  354.^PRorosED  General  L.wout  for  Local  Freight-station. 
track  can  be  used  for  car-load  freight.  The  extension  of  the  rear  platform  along  the  freight- 
house  track,  as  shown  on  the  plan,  is  done  to  afford  a  larger  car  frontage  on  the  platform, 
while  the  extension  of  the  front  platform  gives  a  better  frontage  for  freight  trains  and  for 
wagon  deliver)',  with  the  important  additional  advantage  that  package  freight  can  be  handled 
in  most  cases  directly  over  the  platform  without  passing  through  the  house. 

The  characteristic  distinctions  between  side-stations  and  island-stations  for  small  local 
freight-stations  having  been  discussed,  the  following  remarks  relative  to  the  structures  adopted 
in  either  case  will  be  pertinent.  It  is  generally  customary  to  place  the  floor  of  the  house  at 
about  a  level  with  the  floor  of  freight-cars,  namely,  about  four  feet  above  the  top  of  rail.  The 
platform  is  usually  given  a  slope  of  from  two  to  three  inches  down  from  the  face  of  the  building 
toward  the  face  of  the  platform,  so  as  to  allow  for  drainage.  The  questions  relating  to  the 
proper  distance  to  place  the  face  of  the  platform  from  the  nearest  track,  so  as  to  be  safe  and 
clear  the  widest  car,  and  the  correct  height  to  set  the  face  of  the  platform  at,  so  as  to  be 
not  only  convenient  for  handling  freight  to  and  from  cars,  but  also  so  as  to  allow  the  swinging- 
doors  on  certain  classes  of  cars  to  open,  will  be  discussed  below  in  Chapter  XVIII,  on 
Platforms,  Platform  Sheds,  and  Shelters.  It  can  be  said,  however,  that  the  highplat  form, 
placed  about  3  ft.  8  in.  to  4  ft.  above  the  top  of  rail  at  the  face  of  the  platform,  is  the  one  most 
usually  adopted  for  freight-houses,  while  the  distance  of  the  face  of  platform  from  the  centre 
of  the  nearest  track  varies  from  5  ft.  6  in.  to  7  ft.,  the  former  distance,  however,  being  only 
admissible  for  side  tracks.  The  platform  for  receiving  or  delivering  freight  from  or  to  freight 
trains  need  not  be  any  longer  than  the  building  itself,  as  any  part  of  the  train  can  be  stopped 
opposite  the  building ;  but  the  platform  along  the  track  for  car-lot  freight,  where  cars  are  left 
standing  to  be  loaded  or  unloaded,  should  be  longer,  and  it  is  generally  extended  away  from 
the  building,  giving  thus  additional  platform  frontage,  so  that  more  cars  can  be  reached  from 
the  platform  without  having  an  engine  to  shift  the  cars  or  necessitating  moving  the  cars  b\- 
hand.  However,  moving  the  cars  by  hand,  assisted  by  pinch-bars,  is  not  a  serious  objection, 
if  the  side  track  is  placed  on  a  slight  down  grade  in  the  direction  that  the  cars  are  to 
be  moved.  Car-load  lots  of  freight  are  loaded,  generalh',  from  wagons  directly  into  cars 
stationed  on  special  sidings,  and  vice  2'crsa.  unless  each  package  has  to  be  weighed,  in  which 


FREIGHT-HOUSES.  205 

case  the  freight  is  passed  over  tlic  scale  in  the  house  or  ovsr  a  small  portable  platform  scale 
on  the  platform.  The  height  of  the  platform  above  the  wagon  road  should  be  less  than  the 
height  of  the  platform  above  the  rail.  This  is  not  so  important  in  country  settlements,  as 
the  class  of  wagons  used  are  generally  high  ;  but  in  larger  towns,  and  especially  in  cities, 
where  there  are  a  large  number  of  low  drays,  it  is  desirable  to  have  the  platform  for  wagon 
delivery  not  more  t"han  3  ft.  above  the  street-level,  preferably  less.  In  cities,  2  ft.  to  2  ft.  6 
in.  is  a  very  customary  height. 

Relative  to  the  class  of  building  to  adopt  as  a  standard  for  small  freight-houses  at  way- 
stations,  it  can  be  said  that  a  substantial  brick  or  stone  building  is  not  essential,  as  the  in- 
creased cost  of  the  large  number  of  similar  structures  along  a  line  compared  with  the  value  of 
the  small  amount  of  freight  stored  in  one  building,  in  case  it  is  lost  by  fire,  would  hardly 
warrant  the  extra  expense,  unless  a  road  is  in  a  very  flourishing  condition  or  the  contiguitj'  of 
other  buildings  increases  the  danger  from  fire.  Frame  structures,  therefore,  sheathed  on  the 
outside  with  galvanized  corrugated  iron  and  roofed  with  tin  or  slate,  or  sheathed  on  the  outside 
with  weather-boarding  or  upright  boards  and  battens  and  roofed  witli  tin,  slate,  shingle,  or 
roofing-felt,  are  warranted  according  to  the  importance  of  the  building,  the  class  of  material 
in  general  use  in  each  section  of  the  country,  and  the  financial  status  of  the  road.  Freight- 
houses  are  generally  left  unceiled  on  the  interior,  excepting  that  protection  boarding  is  usu- 
ally run  up  on  the  sides  for  some  distance  above  the  floor  to  prevent  freight  piled  in  the 
interior  of  the  building  from  damaging  the  outside  sheathing.  If  the  freight-house  is  located 
at  a  station  where  there  is  a  separate  passenger  depot,  and  the  freight  business  is  run  by  an 
agent  or  clerk  having  his  office  in  the  passenger  building  or  otherwise,  it  is  not  necessary  to 
have  a  separate  ofifice  in  the  freight-house.  Where,  however,  the  freight-house  is  run  by  a 
separate  set  of  men,  or  it  is  inconvenient  to  get  to  the  main  office  in  the  vicinit}*,  then  it  is 
usual  to  partition  off  a  small  space  at  one  end  of  the  freight-house  for  an  office.  It  is  not 
customary  to  have  windows  in  small  freight-houses,  as  sufficient  light  can  be  obtained 
through  the  doors,  which  are  practically  always  open  when  freight  is  being  handled.  In  a 
large  number  of  houses,  however,  transom-lights  are  provided  over  the  doors,  in  which  case 
the  transom  should  have  bars  or  a  wire  grating  in  front  of  it,  so  as  to  prevent  entrance  to  the 
house  by  that  means.  The  jambs  of  the  doors  should  be  protected  for  three  or  four  feet  above 
the  floor  by  oak  protection  boards,  or  by  cast-iron  plates,  or  by  angle-iron  at  the  corners. 
Down-conductors  for  the  rain-water  are  usually  protected  for  four  or  five  feet  in  height  above 
the  platform  by  wooden  or  cast-iron  guard-boxes.  Where  the  freight  is  heavy,  it  is  customary 
to  protect  the  upper  edge  of  the  face  of  the  platform  b)-  an  angle-Iron,  especially  opposite  the 
doors.  It  is  also  good  to  provide  a  wheel-stop  at  the  level  of  the  wagon-road  in  front  of  the 
platform,  or  else  to  fa.sten  a  wheel-guard  on  the  front  of  the  platform  just  below  the  top  of  the 
platform. 

The  questions  affecting  small  local  freight-houses  having  been  discussed,  the  subject  of 
the  larger  class  of  freight-houses  at  local  or  terminal  stations  will  receive  consideration.  It 
can  be  said,  in  general,  that  for  large  freight-houses  a  substantial  structure  is  very  desirable, 
as  the  value  of  the  freight  stored  in  such  a  building  is  considerable,  aiul  the  loss,  in  case  of  a 
fire,  would  be  serious.  Side-stations  are  usuall}-  adopted  in  preference  to  island-stations,  as 
the  business  done  through  such  a  house  and  the  rush  of  wagons  at  certain  times  of  the  day  is 


2o6  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

so  large,  that  it  is  necessary  to  provide  as  much  frontage  as  possible  on  the  street  side  of  the 
building.  In  order  to  obtain,  however,  more  track  frontage,  and  also  in  order  to  be  able  to 
discharge  freight  without  damage  in  bad  weather,  it  is  very  customary  to  run  one  or  more 
tracks  into  or  through  the  building,  in  addition  to  one  or  more  tracks  along  the  face  of  the 
building  on  the  track  side  of  the  house.  It  is  essential  in  a  large  freight-house  to  make  a 
clear  distinction  between  incoming  and  outgoing  freight.  Incoming  freight — that  is,  parcel 
freight  arriving  at  the  freight-house  for  distribution  through  the  town — is  unloaded  promptly 
from  the  cars  and  stored  in  the  house  till  taken  away  by  the  consignees.  This  class  of 
freight,  therefore,  does  not  need  much  track-room  for  cars,  as  the  freight  can  be  unloaded  at 
once  and  the  empty  cars  promptly  replaced  by  other  loaded  cars  ;  but  a  large  storage  space 
will  be  required  in  the  freight-house,  as  the  freight  will  accumulate  from  day  to  day  waiting 
for  consignees  to  call.  On  the  other  hand,  outgoing  freight — that  is,  freight  brought  to  the 
freight-house  in  wagons  for  shipment  by  rail — can  be  loaded  at  once  into  cars,  if  on  hand,  and 
removed  promptly  from  the  floor  of  the  house.  A  much  larger  track-room  is  needed,  how- 
ever, for  outgoing  freight  than  for  incoming  freight.  At  some  freight-houses  cars  are  allowed 
to  be  loaded  with  freight  for  different  points,  the  intention  being  to  rehandle  or  reassert  the 
freight  at  some  distributing  point  or  junction-station.  At  large  freight-houses,  however,  a 
number  of  cars  have  to  be  placed  along  the  house  simultaneously,  each  car  being  destined  for 
a  special  point,  and  the  freight  as  it  is  received  from  wagons  is  distributed  and  loaded  accord- 
ingly. In  order  to  get  more  frontage  on  the  track,  platforms  are  frequently  extended  each 
way  from  the  house.  -A  platform  annex  to  a  freight-house,  with  a  track  on  one  side  and  a 
wagon-road  on  the  other  side  of  the  platform,  is  frequently  used  for  large  lots  of  package- 
freight  to  be  handled  to  or  from  cars  or  wagons  without  passing  through  the  freight-house. 
The  goods  are  tallied,  and,  if  necessary,  weighed  by  means  of  a  small  portable  scale,  as  the)' 
pass  over  the  platform.  Car-lot  freight  is  generally  placed  on  separate  side  tracks  along 
wagon-roads,  known  as  track-delivery  yards.  Relative  to  the  proper  height  of  platforms,  and 
the  distance  to  set  the  face  of  platform  back  from  the  nearest  track,  the  remarks  made  above 
with  reference  to  small  freight-houses  apply  equally  well  to  large  freight-houses,  excepting 
that  a  large  freight-house  is  never  placed  immediately  along  a  main  track.  In  order  to 
increase  the  number  of  cars  that  can  be  reached  from  the  building,  it  is  very  customary  to 
run  two  tracks,  or  even  more,  along  the  face  of  the  building,  placing  the  doors  of  the  cars 
standing  opposite  to  each  other  in  line,  the  cars  on  the  nearest  track  serving  to  get  to  the 
cars  on  the  far  tracks.  Tracks  running  into  the  building  have  the  objections,  that  they 
require  the  roof-trusses  to  be  placed  higher  than  otherwise  would  be  necessary,  and  the  track 
pit  cuts  up  the  floor  seriously,  especially  if  two  tracks  run  in  the  same  pit.  If  the  pit  is  only 
one  track  wide,  it  is  very  easy  to  skid  freight  across  it,  or  to  take  freight  through  an  empty 
car  standing  on  the  track.  As  mentioned  above,  it  is  very  essential  in  large  freight-houses 
to  make  a  clear  distinction  between  incoming  and  outgoing  freight,  and  to  design  the  house 
and  the  track  system  accordingly.  The  tracks  for  incoming  freight  should  be  opposite  the 
main  storage  space  of  the  building,  which  in  turn  should  adjoin  that  portion  of  the  street 
front  allotted  to  wagons  calling  for  freight.  On  the  other  hand,  the  wagon  front  intended 
for  receiving  freight  from  wagons  should  be  as  close  as  possible  to  the  tracks  for  outgoing 
cars,  with  a  certain   amount    of   storage  space  provided   between    the   street-doors  antl    the 


FREIGHT-BO  USES.  207 

tracks  for  temporary  accumulations  of  freight.  In  a  number  of  freight-houses  the  system 
prevails  of  shunting  in  loaded  cars,  which,  after  being  unloaded,  are  reloaded  with  outgoing 
freight  before  being  moved.  Under  certain  conditions,  and  where  the  business  is  not  very 
heavy,  this  system  can  be  worked  without  serious  delays ;  but  in  very  large  freight-houses 
the  method  of  having  separate  tracks  and  portions  of  the  house  assigned  for  incoming  and 
lor  outgoing  business  should  be  adopted,  if  feasible. 

The  following  general  remarks  on  certain  characteristic  details  of  freight-houses  apply 
more  particularly  to  the  larger  class  of  structures.  The  interior  should  be  lighted  by  win- 
dows in  the  outer  walls,  or,  better,  by  transom-lights  over  the  doors,  as  the  light  from  the 
windows  is  apt  to  be  cut  off  by  freight  being  piled  up  against  the  sides  of  the  house.  The 
light  admitted  through  doors  and  transoms  in  a  very  large  house  is  not  sufficient  for  the 
varied  amount  of  work,  clerical  and  otherwise,  that  has  to  be  done  in  the  building,  so  that 
skylights  or  a  clear-story  are  generally  introduced.  In  large  freight-houses  one  or  more 
offices  are  usually  provided  at  one  end  of  the  building,  either  on  the  ground-floor  or  in  an 
upper  story,  or  both  combined.  The  freight-doors  are  usually  sliding-doors,  from  7  to  10  ft. 
wide  and  from  7  to  12  ft.  high,  cither  single  or  in  pairs.  The  introduction  of  steel  roller- 
shutter  doors  is  very  desirable,  as  it  makes  a  fire-proof  door,  which  occupies  no  floor-space 
when  open,  and  can  be  shut  at  night  without  having  to  clear  the  floor  space  in  case  freight 
has  accumulated  around  the  door,  as  would  be  the  case  with  swinging-doors.  Wooden  lifting- 
doors  are  used  with  similar  advantages  to  steel  roller-doors,  where  there  is  space  above  the 
door-opening  for  the  door.  Where  this  is  limited,  the  author  has  in  several  cases  used  double 
lifting-doors  to  good  advantage,  the  door  opening  being  closed  by  two  lifting-doors  sliding  in 
different  grooves.  Sliding-doors  have  the  same  advantages  as  lifting-doors  and  roller-shutter 
doors,  so  far  as  not  taking  up  floor-space  is  concerned  ;  but  in  order  to  slide  sideways  the  roof- 
construction  has  to  be  raised  so  as  to  allow  the  track  and  rollers  to  pass  under  the  knee- 
braces  of  the  trusses,  or  under  the  brackets  supporting  the  projecting  roof  on  the  outside  of 
the  building.  If  sliding-doors  are  hung  on  the  inside  of  the  building,  they  have  to  be 
protected  by  guards  or  a  partition,  so  that  freight  piled  inside  of  the  house  will  not  damage 
or  block  the  door.  In  northern  climates  it  is  preferable  to  hang  sliding-doors  on  the  inside 
of  the  building,  although  the  rollers  and  overhead  tracks  can  be  protected  to  a  certain  extent 
from  the  weather  by  properly  built  hoods.  A  lifting  swinging-door,  hinged  at  the  top  of  the 
door-opening  and  swinging  upwards  inwardly,  has  been  very  extensively  used  in  connection 
with  freight-houses  and  steamship  piers,  but  it  is  a  very  undesirable  device.  The  floor-space 
has  to  be  cleared  off  for  some  distance  from  the  door  before  it  can  be  opened  or  closed  ;  and 
if  the  hooks  or  ropes,  which  hold  up  the  door  when  open,  should  get  loose,  the  lives  of  men 
passing  under  the  door  would  be  in  great  danger.  Ventilation  is  usually  provided  for 
through  openings  in  the  clear-story.  In  northern  climates,  however,  the  openings  should  be 
so  arranged  that  they  can  be  closed  when  desired.  A  platform  is  not  necessary  along  the 
track  side  of  the  house,  provided  the  freight-house  doors  are  spaced,  so  as  to  correspond  to 
the  average  spacing  of  car-doors  in  a  train.  For  receiving  freight  fioni  wagons  a  platform  in 
front  of  the  liouse  will  prove  useful,  where  the  street  frontage  is  limited,  as  in  case  of  a  rush 
truckmen  can  place  freight  on  the  platform  between  the  doors,  antl  it  is  worked  back  into  the 
house  as  fast   as   the  freight-handlers  can  get  to  it.     For  delivering  freight  to  wagons  a  plat- 


2o8  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

form  is  not  needed,  as  far  as  the  railroad  company's  interests  are  concerned,  as  each  wagon 
as  it  is  being  loaded  is  backed  up  to  the  door.  A  platform,  however,  will  frequently  prove 
useful  for  truckmen  to  place  part  of  the  packages  on  while  reloading  or  rearranging  the  freight 
on  their  wagons. 

Relative  to  terminal  freight-houses  at  the  water-front  for  the  delivery  of  freight  to  vessels 
and  for  receiving  freight  from  vessels,  it  can  be  said  that  these  structures  are  in  nearly  all 
cases  built  on  piers  projecting  out  into  the  water,  usually  with  pile-foundations,  although 
sometimes  cribs  with  filling  back  of  them  are  employed.  Where  there  are  several  freight-piers 
at  one  terminal,  a  distinction  is  usually  made  between  incoming  and  outgoing  freight-piers 
and  the  piers  are  designed  accordingly.  Where  the  number  of  piers  is  limited,  both  classes 
of  freight  are  handled  over  the  same  pier.  The  same  conditions  relative  to  the  proportion  of 
storage  space  required  for  incoming  and  outgoing  freight  exist  in  terminal-pier  freight-houses 
as  in  large  local  freight-houses.  Incoming  freight — that  is,  freight  for  distribution  by  water 
craft  around  the  harbor  or  for  delivery  to  vessels  or  steamships — requires  considerable  storage 
space  owing  to  delays  waiting  for  the  freight  to  be  taken  away.  On  the  other  hand,  the 
unloading  of  the  cars  can  be  done  very  quickly.  For  certain  classes  of  freight,  for  instance 
flour,  the  rules  of  the  trade  require  railroad  companies  to  hold  the  freight  for  a  certain 
number  of  days  before  consignees  are  required  to  call  for  it,  so  as  to  allow  for  the  proper 
inspection,  classification,  and  distribution  of  samples  before  the  consignee  has  to  take  the 
goods  away.  Incoming  freight  is  also  often  consigned  "  to  order,"  and  railroad  companies  are 
obliged,  in  order  to  hold  the  trade,  to  store  the  freight  in  their  terminal  freight-house  until 
the  goods  are  placed  on  the  market.  Where  the  water-front  is  limited  and  very  valuable,  the 
use  of  two-story  freight-sheds  for  the  proper  storage  of  incoming  freight  is  daily  becoming 
more  prevalent.  Flour  and  other  freight,  which  will  probably  be  left  in  store  for  some  time, 
is  transferred  as  soon  as  received  to  the  upper  floor  by  means  of  platform-elevators  or  barrel- 
hoists.  In  fact,  the  improvements  in  recent  years  in  this  class  of  machinery  has  been  so 
marked,  that  it  has  practically  removed  the  objectionable  features  of  transferring  freight  to 
and  from  upper  stories  of  a  building.  Methods  for  transferring  freight  lengthwise  in  a 
freight-house  have  not  been  thus  far  extensively  used,  but  there  is  no  doubt  that  in  the 
future  development  of  freight-house  systems  more  attention  will  be  paid  to  the  mechanical 
movement  or  transferring  of  freight  lengthwise  of  a  freight-house. 

Relative  to  the  arrangement  of  tracks  and  the  division  of  the  floor-space  in  a  freight-shed 
for  incoming  freight  located  on  a  pier  with  water-front  on  both  sides,  the  best  system  is  to 
have  one  or  two  tracks  running  the  length  of  the  pier  in  a  track-pit  at  the  middle  of  the  house. 
There  should  be  on  each  side  of  the  track-pit  at  least  five  feet,  preferably  eight  feet,  left 
vacant  as  a  passage-way.  The  space  between  the  passage-way  and  the  side  of  the  building 
should  be  large  enough  to  allow  a  car-load  of  freight  to  be  piled  in  one  row,  which  would 
require  from  30  to  45  ft.,  according  to  the  class  of  freight.  Where  the  width  of  the  pier  will 
not  allow  this  width  for  piling  freight,  then  provision  should  be  made  for  a  wiilth  that  would 
pile  a  car-load  of  freight  in  two  rows.  In  other  words,  car-load  lots  have  to,  as  a  rule,  be  kept 
distinct  and  separated  on  the  pier,  and  in  order  to  use  the  floor-space  to  the  best  advantage 
it  is  desirable  not  to  have  broken  rows.  Platform  scales  are  inserted  in  the  floor  of  the  piei 
at  intervals  at  convenient  points  for  passing  the  freight  over  them.     Doors  are  locateil  along 


FREIGHT-HOUSES.  209 

the  sides  of  the  building  at  intcr\'al.s  correspondini;  to  tlie  average  class  of  vessels  to  be 
expected.  It  is  a  mistake  to  introduce  too  many  doors,  as  each  door  represents,  practically, 
one  passage-way  useless  for  the  storage  of  freight.  On  the  other  hand,  if  the  doors  are  spaced 
too  far  apart  the  number  of  berths  offered  to  vessels  is  diminished.  The  same  remarks 
relative  to  doors,  made  above  in  connection  with  large  local  freight-houses,  apply  to  doors  in 
tciniinal-pier  freight-houses,  with  tlic  additional  feature,  however,  that  where  there  is  an  incline 
cut  into  the  pier  floor  opposite  the  doorway  the  steel  roller-shutter  door  deserves  the  pref- 
erence over  all  others,  as  it  can  be  easily  made  to  run  down  below  the  pier  floor  to  the  foot  of 
the  incline.  In  connection  with  inclines  at  doorways  on  freight-piers,  the  advantages  of 
movable  gangway  inclines  cannot  be  overestimated.  The  upper  end  of  the  incline  is  hinged 
to  the  floor-timbers,  or  revolves  on  a  rocker-beam,  while  the  lower  end  is  suspended  by  chains 
from  an  overhead  gallows-frame,  with  the  proper  counterweights,  shafting,  wheels,  etc.,  so  as  to 
reailily  raise  or  lower  the  bridge.  The  incline  can  thus  be  accommodated  to  any  class  of 
vessels  lying  at  the  pier,  whether  light  or  loaded,  and  at  any  stage  of  the  tide.  A  light  gang- 
plank from  the  end  of  the  incline  to  the  deck  of  the  vessel  completes  the  connection,  and  does 
away  with  the  heavy  and  long  gang-plank  bridges  whicli  have  to  be  used,  at  certain  stages 
of  the  tide  and  with  certain  classes  of  vessels,  when  the  incline  is  fixed.  An  additional 
advantage  of  the  movable  incline  is,  that  a  few  turns  of  the  wheel  from  time  to  time  allows 
the  bridge  to  follow  any  change  in  the  height  of  the  vessel  due  to  the  rise  and  fall  of  the 
tide  or  the  loading  of  the  vessel.  The  movable  gangway  incline  has  another  very  valuable 
advantage.  It  will  frequentl}'  be  found  preferable  to  close  some  of  the  doors  in  the  sides  of 
the  pier  and  utilize  the  space  opposite  them  for  storage.  The  movable  gangway  in  this  case 
has  the  advantage  over  the  fixed  incline,  that  it  can  be  hoisted  and  held  at  the  same  level  as 
the  pier  floor.  As  the  chains  and  hoisting  machinery  are  usually  proportioned  to  hold  only 
lialf  the  weight  of  the  gangway  bridge  plus  the  heaviest  load  that  is  liable  to  be  transferreil 
over  it,  the  author  has  introduced  in  a  number  of  terminal-pier  freight-houses,  built  under  his 
supervision,  toggle-irons  or  heavy  bolts,  which  are  run  out  under  the  ends  of  the  incline  by  a 
lever  worked  from  the  floor  of  the  pier.  These  toggle-irons  are  strong  enough  to  allow  the 
bridge  to  be  loaded  the  same  as  any  other  part  of  the  floor  of  the  pier.  For  some  classes  of 
vessels  and  freight,  doors  and  gangways  are  placed  in  pairs  along  the  side  of  a  pier,  so  that 
freight  can  be  handled  in  and  off  a  vessel  at  the  same  time,  or  the  freight-handlers  can  pass 
through  one  door  and  back  through  the  other,  so  as  not  to  meet  on  the  .same  gangway. 
Small  doors  in  the  upper  story  of  a  two-story  freight-shed  on  a  pier  should  be  introduced  to  a 
limited  extent.  While  freight  would  be  seldom  handled  through  them,  they  are  useful  iti 
case  of  a  breakdown  of  the  elevators  or  steam-supply  for  running  the  machinery.  In  adtlitinii, 
these  doors  will  give  a  better  chance  to  ventilate  the  interior  from  time  to  time.  In  a  single- 
story  terminal-pier  freight-house,  windows  in  the  sides  of  the  building  are  generall}'  omitted, 
as  sufficient  light  and  ventilation  can  be  easily  secured  by  skylights  in  the  roof,  or  preferably 
by  a  clear-story.  In  double-story  piers  the  upper  floor  is  frequentl)'  extended  across  the 
track-pit,  so  as  to  utilize  the  entire  floor-surface  for  storage,  in  which  case  side  lights  have  to 
be  introdiiced  in  the  lower  story  in  the  sides  of  the  building.  These  lights  are  usually  made 
similar  to  transom-lights  with  fixed  sash,  and  set  high,  so  as  not  to  be  blocked  by  the  freight 
piled  along  the  sides  of  the  building.      In  other  double-story  freight-piers,  the  upper  floor  is 


2IO  BUILDINGS  AND   STRUCTURES   OF  AMERICAN   RAILROADS. 

not  extended  across  the  track-pit,  which  reduces  the  storage  space  of  the  upper  floor,  but  the 
advantages  of  this  design  are  such  tliat,  in  the  author's  opinion,  it  is  the  best  phui  to  adopt. 
Ventilation  and  good  hght  for  the  lower  story  is  secured  thereby  in  abundance  ;  the  clear 
height  of  the  lower  story  can  be  reduced  to  what  is  actually  needed  for  the  storage  of  freight, 
independent  of  the  height  of  the  cars  running  in  the  track-pit  ;  and  a  heavy  and  costly  girder 
construction  to  carry  the  second  floor  over  the  track-pit  is  avoided.  In  this  manner  the 
total  height  of  a  two-story  building  can  be  made  within  a  few  feet  the  same  as  a  single-story 
freight-shed. 

In  a  number  of  cases,  known  to  the  author,  terminal  freight-houses  on  piers  for  incoming 
freight  have  been  made  very  wide, — 200  ft.  and  more  in  width, — with  the  intention  of  allowing 
two  or  three  car-loads  of  freight  to  be  piled  in  one  row  between  the  central  passage-way  and 
the  outside  of  the  shed.  While  the  cost  of  construction  in  proportion  to  the  storage  space 
and  water-front  is  decreased,  such  houses  should  only  be  used  where  the  freight  will  remain 
for  a  long  time  in  store  and  accumulate  very  heavily.  The  main  objection  to  wide  freight- 
piers  is,  that  short-storage  freight  and  freight  that  can  pass  from  the  cars  almost  immediately 
to  vessels,  if  ready  for  it,  have  to  be  trucked  a  much  longer  distance  than  necessary.  In  such 
piers  it  would  be  more  desirable,  in  place  of  a  double-track  well  at  the  centre  of  the  pier,  to 
have  two  separate  single-tracks  wells,  located  nearer  the  sides  of  the  building,  so  as  to  leave 
space  between  the  track  and  the  side  of  the  building  for  the  storage  of  car-load  lots  in  one 
row.  This  would  bring  the  track  nearer  the  side  of  the  building,  and  cause  less  trucking  for 
short-storage  or  quick  freight,  while  long-storage  freight  would  be  piled  on  the  central  portion 
of  the  floor  between  the  two  track-pits. 

Freight-sheds  on  piers  for  incoming  freight  are  usually  made  to  cover  the  entire  width  of 
the  pier,  just  leaving  space  enough  on  the  outside  for  men  to  be  able  to  pass  lines  back  and 
forth  and  for  placing  mooring  cleats  and  posts.  Car-load  lots  of  incoming  freight,  unless  the 
freight  has  to  be  weighed  separately,  are  generally  not  handled  through  the  house,  but  from 
separate  bulkhead  tracks  or  tracks  on  open  piers.  In  some  cases  it  is  desirable  to  place  a 
track  along  the  outside  of  an  incoming-freight  shed  between  the  shed  and  the  string-piece,  so 
as  to  obtain  the  advantage  that  incoming  car-lot  freight  can  be  handled  and  tallied  b\'  the 
same  set  of  men  as  employed  for  package  freight  on  the  same  pier,  without  the  men  having  to 
leave  the  pier.  Where  business  is  heavy,  however,  an  extra  force  of  men  can  be  easily  main- 
tained for  car-load  freight  on  open  piers,  and  the  water-front  along  the  freight-shed  will  be 
reserved  at  all  times  for  freight  handled  through  the  house.  Where  the  business,  however,  in 
an  incoming  freight-house  consists  mainly  of  long-storage  freight,  and  where  at  certain  sea- 
sons the  house  may  be  fully  stocked  and  yet  very  little  freight  movement  be  taking  place,  the 
railroad  company  will  have  a  certain  amount  of  water-front  practically  idle.  Where  water- 
front is  scarce,  a  track  along  the  outside  of  an  incoming-freight  shed,  under  these  conditions, 
would  prove  advantageous  in  allowing  the  water-front  to  be  used  for  other  purposes  tlian 
solely  those  connected  with  the  house.  Where  such  a  track  outside  of  the  house  is  used, 
inclines  at  the  doorways  in  the  house  are  not  required,  as  a  gangway-plank  thrown  from  the 
door  to  the  string-piece  across  the  track  serves  as  an  incline. 

Terminal  freiglit-houses  along  the  water-front  for  outgoing  freight — that  is,  for  freight 
received  from   water-craft  for  shipment  by  rail — are  one-story  structures  and  generally  built 


FREIGHT-HO  USES.  2 1 1 

narrow,  as  the  freight  received  is  not  kept  M\y  longer  than  possible  in  the  house.  The  serious 
acciunulation  of  freight  in  the  house  from  one  A.xy  to  the  other  is  only  possible  in  case  of  the 
railroad  company's  inability  to  furnish  the  necessary  cars,  load  them,  and  take  them  away  as 
fast  as  the  freight  arrives.  The  same  remarks  as  made  above  in  connection  with  the  doors  of 
the  lower  story  for  incoming  pier  freight-houses  will  apply  to  the  doors  of  outgoing  pier 
freight-houses.  The  advantages  of  movable  inclines  remain  the  same.  The  lighting  of  the 
interior  should  be  by  sk\-light,  or,  preferab!)',  by  a  clear-story.  In  the  case  of  an  outgoing 
freight-house  on  a  pier  with  water-front  on  both  sides,  the  best  arrangement  of  tracks  is  to 
have  one  or  two  tracks  running  into  the  building  in  a  track-pit  at  the  centre  of  the  house. 
Unless  the  house  is  very  narrow,  two  tracks  are  desirable,  so  as  to  offer  standing-room  for  a 
larger  number  of  cars.  There  should  be  the  usual  passage-way  left  along  the  track.  The 
width  between  the  passage-\\ay  and  the  sides  of  the  house  cannot  be  specified  in  general,  as 
it  will  depend  upon  the  conditions  under  which  outgoing  freight  arrives.  A  certain  amount 
of  storage  space,  however,  should  be  given,  as  special  lots  of  freight  will  have  to  be  frequently 
stored  temporarily  on  the  floor,  pending  the  arrival  of  a  certain  class  of  car  intended  for  such 
special  freight  or  for  the  special  route  the  freight  is  to  pass  over.  Some  storage  space  is  also 
needed  for  freight  destined  to  stations  for  which  a  car  is  not  put  on  the  pier  to  be  loaded  for 
such  a  station  until  sufficient  freight  has  accumulated  to  make  a  car-load  lot.  As  this  uncer- 
tainty or  difference  exists  relative  to  whether  storage  space  will  be  needed  for  outgoing 
freight,  some  outgoing-freight  piers  are  designed  with  the  track-pit  located  e.xcentric  to  the 
centre  of  the  house.  Vessels  with  freight  that  will  mainly  pass  immediate!}-  into  cars  are 
given  berths  on  the  side  of  the  house  where  the  track  is  nearest  to  the  water-front,  tluis  dim- 
inishing the  trucking  distance.  Vessels  arriving  with  a  large  amount  of  miscellaneous  smaller 
lots  of  package  freight,  which  has  to  be  assorted,  tallied,  weighed,  and  partly  stored  on  the 
floor  of  the  house,  are  moored  on  the  side  of  the  building  with  the  wider  floor-space.  It  is 
very  customary  on  outgoing  freight-piers,  such  as  last  described,  to  have  a  track  placed  on 
the  outside  of  the  house,  between  the  house  and  the  string-piece,  so  that  a  large  amount  of 
outgoing  freight  that  does  not  have  to  be  weighed  or  distributed  can  be  passed  directly  into 
the  cars  over  the  string-piece,  and  save  the  trucking  through  the  house.  Such  a  track,  how- 
ever, has  the  same  advantages  and  disadvantages  as  mentioned  above  in  connection  with 
incoming-freight  houses. 

Where  the  number  of  piers  at  a  terminal  is  limited,  so  that  the  separation  of  incoming 
and  outgoing  freight  to  different  piers  is  not  feasible,  or  where  the  relative  proportion  of  each 
kind  of  freight  to  be  handled  is  uncertain,  which  would  be  especially  the  case  for  a  new 
enterprise  or  railroad,  it  is  quite  customary  to  build  a  freight-house  that  can  be  used  by  both 
classes  of  freight,  which  style  of  house  could  be  appropriately  called  a  compromise  terminal- 
pier  freight-house.  The  main  feature  in  such  a  house  i.s  to  place  the  tracks  running  into  the 
house  excentric  from  the  centre  of  the  house.  The  wider  floor-space  is  allotted  to  incoming 
freight,  and  the  side  of  the  house  with  less  floor-space  is  assigned  to  outgoing  freight.  In 
the  case  of  one  class  of  freight  proving  too  large  for  its  side  of  the  house,  it  can  be  worked 
from  the  other  side  of  the  Iiouse,  although  to  a  certain  disadvantage.  If  a  track  is  added 
on  such  a  pier  outside  of  the  house,  between  the  house  and  the  string-piece,  the  one  structure 
will   be  adapted   for  incoming  and   for  outgoing  house  freight,  and  also  for  car-load  freight. 


212  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

There  will  be  the  risk  to  run,  however,  that,  like  other  finely  elaborated  schemes  to  accom- 
plish a  number  of  purposes  at  the  same  time,  the  conditions  of  the  business  will  subsequently 
change,  and  be  so  entirely  different  from  previous  expectations  that  the  s\-stem  will  not  prove 
successful  in  actual  working. 

There  is  another  class  of  terminal  freight-houses  along  the  water-front  to  which  no 
reference  has  thus  far  been  made,  namely,  freight-houses  along  the  water-front  of  cities 
where  the  railroad  terminal  proper  is  situated  across  a  river  from  the  city,  or  in  some  other 
part  of  the  harbor,  so  that  there  are  no  tracks  in  these  houses.  Incoming  freight — that  is, 
freight  destined  for  distribution  in  the  city — is  brought  to  the  pier  either  on  lighters  or  in  the 
original  road-cars  on  board  of  car-floats,  and  then  delivered  to  wagons.  Outgoing  freight — 
that  is,  freight  from  the  city  to  be  shipped  out  over  the  road — is  delivered  to  the  house  in 
wagons,  and  then  transferred  to  lighters  or  to  cars  on  the  car-floats  for  transfer  to  the  railroad 
terminal  proper.  The  advantage  of  using  car-floats,  in  connection  with  transfer  bridges  for 
transferring  cars  from  or  to  car-floats,  is  that  the  freight  does  not  have  to  be  rehandled  in 
order  to  make  the  trip  over  the  water.  The  adoption  of  car-floats,  however,  is  onl}-  feasible 
where  the  business  is  extensive,  as  a  large  number  of  floats  have  to  be  kept  on  hand  to 
handle  the  business,  in  addition  to  providing  tugs,  transfer  bridges,  etc.  In  these  terminal 
city  freight-houses  the  most  customary  arrangement  is  for  the  outgoing  freight  to  be  deliv- 
ered into  a  bulkhead  receiving-shed,  whence  it  is  trucked  by  hand  to  the  car-floats. 
Incoming  freight  is  usually  unloaded  and  stored  on  the  pier,  which  is  arranged  so  as  to  allow 
teams  to  drive  into  the  house  the  length  of  the  pier  and  back  up  to  the  freight  the)-  are  after. 
Where  a  bulkhead  shed  is  not  feasible,  or  where  car-floats  are  not  used,  but  the  outgoing 
freight  is  loaded  on  lighters,  the  teams  usually  drive  into  the  house  and  deliver  the  outgoing 
freight  on  tl>e  floor  of  the  pier.  As  the  space  available  for  freight-houses  along  the  water- 
front of  a  city  is  generally  confined  in  one  way  or  the  other,  the  exact  design  to  be  adopted 
for  such  houses  will  be  generallj-  dependent  upon  a  large  number  of  local  conditions.  The 
necessity,  however,  for  a  strict  division  of  incoming  and  outgoing  freight,  and  for  a  proper 
proportioning  of  the  relative  floor-space  required  for  the  two  classes  of  freight,  is  of  the  same 
importance  in  city  freight-houses  as  for  large  terminal  railroad  freight-houses.  In  examining 
existing  freight-houses  along  the  water-front  of  a  cit\%  it  will  be  found  that  incoming  freight 
requires  about  three  to  five  times  as  much  floor-space  as  outgoing  freight.  For  this  reason, 
and  on  account  of  the  great  value  of  the  ground  along  a  water-front,  two-story  freight-sheds 
have  been  adopted,  with  good  results.  Long-storage  freight  is  transferred  at  once  to  the 
upper  story  out  of  the  way  of  quick  freight.  In  this  connection  attention  should  be  again 
directed  to  the  advantages  that  modern  hoisting  machinery  offers  for  transferring  freight  from 
different  stories  of  a  building,  and  to  the  advisability  of  adopting  mechanical  means  for 
moving  freight  lengthwise  of  a  freight-house.  Mechanical  appliances  for  moving  freight 
from  a  second  story  down  to  a  bulkhead  shed  for  delivery  to  teams  are  worthy  of  serious 
consideration  in  localities  where  the  ground-space  is  valuable  and  the  street  frontage  limited. 

The  following  remarks  apply  in  general  to  all  classes  of  freight-sheds  located  on  piers. 
The  structures  are  built  of  more  or  less  permanent  materials,  and  the  method  of  construction 
deserves  the  preference  that  will  allow  of  a  downwards  or  sideways  movement  of  the  foun- 
dation  to  a  liinited   extent  without  causing  serious  trouble,  as  however  well  and  carefully  a 


FREIGHT-HOUSES.  2>3 

foundation  in  running  water  may  be  built,  settlements  or  side  movements  from  various 
reasons  are  liable  to  occur  with  time.  Therefore,  brick  or  stone  structures  are  practically 
excluded.  Freight  sheds  are  generally  built  with  a  wooden  frame,  covered  with  sheathing  or 
corrugated  iron,  with  wooden  or  combination  roof-trusses,  and  roofed  with  tin,  roofing-felt,  or 
a  gravel  roof.  Slate  roofs  arc  excluded,  as  a  rule,  on  account  of  the  extra  weight  and  the 
unstable  character  of  the  foundations.  Where  it  is  desired  to  have  a  more  fire-proof  struc- 
ture, or  to  render  repairs  less  frcciucnt,  which,  if  required  constantly,  would  cause  serious 
detentions  to  a  heavy  business,  it  is  customary  to  build  an  all-iron  shed.  Relative  to  the 
roofing,  a  tin  roof  allows  a  very  flat  slope  to  be  adopted,  thereby  cheapening  the  construction 
materially.  Where  piers  are  located,  however,  near  salt  water,  it  is  claimed  that  a  tarred  felt 
and  gravel  roof  will  give  better  service  than  a  tin  roof,  as  the  latter,  unless  kept  well  painted, 
deteriorates  rapidly.  A  gravel  roof,  however,  is  heavier  than  a  tin  roof.  Relative  to  the 
interior  of  the  building,  it  can  be  said  that  costly  designs  of  large-span  roof-trusses,  in  order 
to  avoid  posts  in  the  interior  of  the  building,  are  not  absolutely  warranted,  excepting  where 
wagons  drive  into  the  pier,  and  even  then  posts  can  be  distributed  to  a  limited  e.\:tent  in  such 
a  way  in  the  building  as  not  io  be  a  serious  objection.  In  fact,  under  certain  conditions  and 
for  certain  classes  of  freight,  which  has  to  be  collected,  assorted,  and  distributed  according 
to  its  destination  point,  it  is  actually  convenient  to  have  posts  in  the  building,  as  the  posts 
are  labelled  with  the  names  of  stations,  and  freight  is  piled  around  them  accordingly. 

There  is  another  general  feature  with  reference  to  all  large  pier  freight-houses  that  should 
be  mentioned,  namely,  the  houses  should  not  be  so  long  that  the  length  of  train  standing  in 
the  house  becomes  excessive.  Either  the  work  of  the  freight-handlers  will  be  frequently 
interrupted  to  allow  switching  to  be  done,  or  else  empty  or  loaded  cars  ready  to  leave 
will  be  held  for  hours  till  the  entire  train  is  ready  to  go  out.  Such  delays  are  less  noticeable 
where  the  trains  are  short.  Freight-houses  2000  ft.  long  and  more  actually  exist.  Such 
freight-houses  are  in  one  sense  magnificent  structures,  but  they  are  failures  as  regards  the 
practical  working  of  them.  Cars  ready  to  leave  the  house  in  the  early  part  of  the  day  do  not 
leave  till  late  at  night,  or  even  the  next  morning,  owing  to  the  difflculties  of  sorting  out  a 
limited  number  of  cars  on  such  a  long  train.  In  addition,  the  lengthwise  trucking  of  freight 
in  such  a  house  is  liable  to  be  something  very  serious.  Therefore,  short  piers  and  short 
houses,  with  short  slips,  easy  of  ingress  and  egress,  is  the  proper  rule  to  adopt  in  designing 
the  layout  of  a  freight  terminal  at  a  water-front. 

The  proper  floor  load  to  allow  for  in  designing  a  freight-house  depends  on  the  class  of 
freight  to  be  expected  anrl  other  local  conditions.  The  best  method  to  pursue  in  any 
individual  case  is  to  ascertain  how  certain  classes  of  package  freight  are  usually  piled  in 
practice,  and  to  design  the  strength  of  the  floor  for  the  heaviest  load  to  be  expected. 
Passage-ways  are  usually  left  between  different  rows  of  freight  for  inspection  and  to  gain 
accessibility,  which  fact  can  be  considered  in  establishing  the  uni'-load  to  jirovide  for;  but  it 
must  be  remembered,  that  an  engineer  in  designing  a  structure  may  have  certain  rules  in 
mind  relative  to  piling  freight  that  seem  perfectly  natural,  and  which  may  be  impressed  upon 
the  freight  department  at  the  start,  but  which  will  be  very  soon  forgotten  in  the  run  of  years, 
especially  where  a  change  of  men  in  charge  takes  place.  The  unit-load  assumed,  therefore, 
should    be    safe,  and    cover   all   ordinary   contingencies.      It    is    not    necessar>-,    however,   to 


214  BUILDINGS  AND   STRUCTURES  OF  AMERICAN   RAILROADS. 

endeavor,  unless  specially  asked  to  do  so,  to  provide  for  such  unusual  features  as  storing  pig- 
iron,  steel  ingots,  lead  or  brass  spigots,  copper-ore  in  bags,  etc.,  over  the  entire  floor  for  the 
height  that  a  man  can  pile  it,  as,  when  such  freight  is  handled,  the  freight  men  in  charge 
readily  realize  the  character  of  the  material  they  are  handling,  and  will  pile  it  in  limited  tiers, 
with  ample  floor-space  between  the  rows. 

Attention  should  be  called,  in  a  general  way,  to  the  fact  that  in  Europe  hydraulic 
machinery  and  mechanical-transfer  methods  are  used  in  freight-houses  to  a  much  larger 
extent  than  in  this  country.  Admitting  that  the  conditions  of  the  business  encountered  there 
vary  considerably  from  those  in  this  country,  still  the  author  stands  not  alone  among 
engineers  and  railroad  men  in  this  country  who  have  pointed  out  the  desirability  of  more 
attention  being  paid  to  this  feature  of  the  freight-handling  business. 

The  structures  known  as  store-houses  and  bonded  warehouses  are  connected  with  the 
subject  of  freight-houses,  and  can  be  considered  as  an  extension  on  a  large  scale  of  freight- 
houses  for  long-storage  freight.  These  structures,  generally,  consist  of  fire-proof  brick  or 
stone  buildings,  several  stories  high,  built  on  land  where  the  proper  foundations  can  be 
obtained  and  the  space  is  not  as  valuable  as  at  the  water-front,  although  sometimes  they  are 
built  close  to  the  water-front  back  of  bulkheads.  A  full  discussion  of  these  structures  does  not 
come  within  the  province  of  railroad  structures,  as  they  are  usually  built  and  controlled  by 
other  parties  than  railroad  companies,  although  in  individual  cases  railroad  companies  have 
built  such  structures  to  good  advantage.  A  special  kind  of  store-house  is  the  so-called  cold- 
storage  warehouse,  designed  for  the  storage  of  perishable  freight.  In  a  number  of  cases 
railroad  companies  have  erected  and  controlled  such  structures  in  connection  with  their 
freight  terminals,  and  it  can  be  said  in  general,  that  such  a  structure,  if  conducted  properly,  in 
a  locality  where  the  conditions  warrant  it,  will  always  prove  a  source  of  revenue  and  be  the 
means  of  drawing  additional  trade  to  the  railroad  company. 

Connected  with  freight-houses  and  freight-handling  systems,  there  arc  a  large  number  of 
structures  used  on  railroads  for  special  classes  of  freight  or  materials,  for  which  in  each 
particular  case  a  special  study  has  to  be  made  by  the  designing  engineer,  or  else  a  specialist 
for  that  class  of  structures  called  in.  Such  structures  are,  for  instance,  grain-elevators ;  stock- 
yards;  cattle-pens;  stables;  hay-sheds;  and  storage-houses  for  guano,  phosphates,  cement, 
cooperage  stock,  hides,  flour,  fire-clay,  lime,  etc.  Each  of  these  structures  has  its  own 
peculiarities  and  distinctive  features,  and  has  to  be  designed  in  each  case  accordingly. 

After  above  general  remarks  on  the  subject  under  discussion,  the  following  descriptions 
and  illustrations  of  freight-houses  built  in  this  country  will  prove  important. 

Freight-house  for  Way-stations,  Boston,  Hoosac  Tunnel  6--  Western  Rail%My.--Y:\\ft  freight-house 
design  for  way-stations  on  the  Boston,  Hoosac  Tunnel  &  Western  Railway,  shown  in  Figs.  355  and 
356,  data  for  which  were  kindly  furnished  by  Mr.  Edwin  A.  Hill,  consists  of  a  frame  building 
sheathed  on  the  outside  with  vertical  boards  and  roofed  with  slate.  The  building  is  30  ft.  X  20  ft., 
with  platforms  on  the  front  and  at  each  end,  8  ft.  wide.  The  foundations  of  the  building  are  stone 
piers,  2  ft.  X  2  ft.  6  in.  in  size.     The  platforni  is  supported  by  timber  posts  set  in  the  ground. 

The  frame  consists  of  8-in.  X  lo-in.  sills;  8-in.  X  lo-in.  cross-sills  and  end-sills,  framed  into  side- 
sills  ;  2l-in.  X  i2-in.  floor-joists,  spaced  18  in.;  6-in.  X  8-in.  posts,  framed  into  sills  and  plates;  6-in.  X 
8-in.  plates;  6-in.  X  8-in.  tie-beams  at  each  post,  framed  into  posts;  2-in.  X  7-in.  rafters,  spaced  24  in. 
centres;  2-in.  X  8-in.  tie-piece,  4  ft.  below  ridge;  4-in.  X  4-in.   eave-braces,    3i-in.  X  6-in.  studdmg, 


FREIGHT-HO  USES. 


2»5 


and  2  in.  X  6-in,  nailers.  Tlic  roof  is  covered  vvitli  planed  and  matched  i-in.  spruce  boards,  covered 
with  slate  laid  on  tarred  felt  binlding-paper.  The  outside  of  the  building  is  sheathed  with  planed 
and  matched  i-in  pine  or  spruce  boards,  put  on  vertically,  with  bevelled  or  moulded  battens,  \  in.  X 
2  in.  Flooring  in  the  house  and  on  the  platforms  is  2l-in.  spruce  or  pine  boards.  The  corner-boards 
and  casings  are  i-in.  X  s-in.  pine;  frieze,  i-in.  X  12-in.  pine  ;  water-table,  2-in.  X  5-in.  pine;  plank 
enclosing  platforms,  2-in.  hemlock  or  spruce.  Transom  light  over  freight  doors  is  stationary,  8  ft. 
X  2  ft.  4  in.  Doors  in  end  of  building,  2  in.  X  2  ft.  10  in.  X  7  ft.  6  in.  Freight  doors,  one  on  front 
and  one  on  rear  of  building,  are  8  ft.  wide  by  7  ft.  high,  made  of  two  thicknesses  of  planed  and 
matched  pine,  i^  in.  X  6  in.,  the  inside  layer  vertical  and  the  outside  one  diagonal,  well  nailed  together 
with  clinch-nails,  and  hung  overhead  with  barn-door  hangers.  The  gutter  along  the  eaves  is  6  in. 
deep,  formed  of  galvanized  iron,  with  3-in.  gahanized-iron  down-conductors  at  each  corner  of  the 
building,  extending  down  underneath  the  platform,  and  enclosed  for  5  ft.  above  the  platform  with 
2-in.  plank  protection-boxes.  There  are  no  windows  or  partitions  whatever  in  this  freight-house. 
This  design  can  serve  as  a  very  good  example  of  a  small,  cheap  freight-house  for  way-stations.  A 
building  of  this  kind  costs  about  $750. 


bn 


ia^titxajxta»LKQ 


Fig.  355. — Front  Elevation.  Fig.  356.— Cross-section, 

Freight-houses  at  BrownuHnnt,  Ziw.,  and  at  Gai/icsville,  Tex.,  Gulf,  Colo ra Jo  cr=  Santa  Fc  Rail- 
road.— The  standard  freight-house  of  the  Gulf,  Colorado  &  Santa  Fe  Railroad,  now  part  of  the 
Atchison,  Topeka  &  Santa  Fe  Railroad  system,  as  built  at  Brownwood,  Tex.,  and  at  Gainesville, 
Tex.,  designed  by  Mr.  W.  J.  Sherman,  Chief  Engineer,  G.,  C.  &  S.  F.  R.  R.,  is  a  single-story  frame 
structure,  22  ft.  X  106  ft.,  surrounded  by  high  platforms  on  all  sides,  sheathed  on  the  outside  with 
upright  boards  and  battens,  set  on  wooden  blocks  for  foundations,  and  roofed  with  shingles  on  sheet- 
ing. The  interior  is  divided  into  an  office,  16  ft.  X  22  ft.,  and  a  freight-room,  90  ft.  X  22  ft.  The  office 
is  ceiled  on  the  interior,  while  the  freight-room  is  left  unceiled.  The  platforms  on  the  front  and  the 
rear  of  the  building  and  at  the  end  next  to  the  office  are  8  ft.  wide.  There  is  at  the  other  end  of  the 
building,  as  a  continuation  of  the  freight-room,  a  high  open  platform,  60  ft.  long  and  38  ft.  wide.  The 
design  of  the  exterior  of  this  building  and  the  details  and  materials  used  are  practically  the  same  as 
in  the  freight  end  of  the  combination  depot  of  the  same  railroad  at  Farmersville,  Tex.,  described 
and  illustrated  below  in  the  chapter  on  Combination  Depots.  This  freight-house  can  be  recommended 
on  account  of  its  cheapness  and  the  simplicity  of  the  design,  and  is  especially  adajited  for  pioneer 
roads,  or  where  a  cheap  but  efficient  siructure  is  desired. 

Freigltt-Iiouse  for  Way-stations,  Chesapeake  &=  Ohio  Railway. — The  freight-house  design  of  the 
Chesapeake  &  Ohio  Railway,  shown  in    Figs.  357   to  359,  is  a   frame  structure,  40  ft.  X  25  ft.,  with 


Fig.  357. — Friint  F.i.fv\tion. 


Fig.  358.  — Cross-section, 


2l6 


BUILD /NGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


ffOOM. 


1 

T/Cf 


a  7-ft.  platform  on  all  four  sides.  The  interior  is  divided  into  a  freight-room,  30  ft.  X  25  ft.,  and  an  office, 
10  ft.  X  25  ft.  The  platform  and  the  floor  of  the  house  are  set  about  4  ft.  above  the  top  of  the  rail. 
The  foundations  of  the  building  are  posts,  bedded  on  blocks  in  the  ground.     The  bents  of  the  building 

are  spaced   10  ft.   apart.      The  posts  are  capped  crosswise    with   lo-in.  X 
i2-in.  sticks,  spaced  10  ft.  apart.     The  building-sill  is  12  in.  X  12  in.     'i"he 
floor-joists  are  3  in.  X  12  in.,  spaced    18  in.  centres,  spanning   10  ft.     The 
floor  is  2|-in.  plank.     The  studding  is  2  in.  X  6  in.,  spaced   16  in.  centres; 
roof-rafters  and  tie-beams,  2  in.  X  6  in.;  plates,  6  in.  X  6  in.     The  freight- 
room  has  a  large  sliding  freight  door  at  the  front  and  rear  of  the  building. 
The  roof  is  a  double-pitched  roof,  with   hipped  ornamental  gables.     The 
iG.  359.—   ROUND-PL  N.      Qufgj^g  q[  (■]•,(.  building  is  sheathed,  partly  with  horizontal  moulded  weather- 
boarding,  and  partly  with  upright  ornamental  boarding.     The  interior   of  the  freight-room  is  ceiled 
with  i-in.  rough  boards  for  5  ft.  from  the  floor  up. 

Freight-house  for  Way-stations,  Northern  Pacific  Railroad. — The  freight-house  design  for  way- 
stations  on  the  Northern  Pacific   Railroad,  shown  in  Fig.  360,  is   a   frame  structure  24  ft.  wide   and 

80  ft.  long,  or  any  other  length  that  may  be  desired.  At 
one  end  16  ft.  is  cut  off  for  an  office.  The  building  is 
surrounded  by  12-ft.  platforms  on  all  sides;  the  floor  of  the 
house  is  set  3  ft.  iot  in.  above  the  top  of  rail.  The  plat- 
form facing  the  track  is  extended,  16  ft.  wide,  along  the 
track  each  way  from  the  building  for  any  additional  dis- 
tance required  by  the  business.  The  face  of  the  platform  is  set  6  ft.  from  the  centre  of  the  track  and 
3  ft.  8  in.  above  the  top  of  the  rail.  The  building  is  sheathed  on  the  outside  with  horizontal  weather- 
boarding,  and  roofed  with  shingles. 

Freight-house  for    Way-stations,  Northern  Pacific  Raiiroad. — The  freight-house  for  way-stations 
of  the  Northern  Pacific  Railroad,  shown  in  Figs.  361  and  362,  is  a  frame  structure  46  ft.  X  100  ft. 


Fig.  360. — Persi'eciive. 


Fig.  361. — Front  Elevation. 

long,  or  any  other  lengtli  desired,  surrounded  by  platforms  on  all  sides.     The  platforms  on  the  front 
and  rear  are  10  ft.  wide,  while  at  each  end  of  the  building  the  platform  is  widened,  with  an  incline 


Fig.  362. — End  Elevation  anp  CRnss-srcTioN. 


leading  up  to  it.     There  is  a  track  along  the  front  and  rear  of  the  building,  the  nearest  rail  of  each 
track  being  located  3  ft.  6  in.  from  the  face  of  the  platform.     The  jjlatform  is  set  3  ft.  8  in.  above 


FREIGHT-HO  USES. 


217 


the  top  of  the  rail,  aiul  the  floor  of  tlie  house  is  2.I  in.  higher.  There  is  a  small  space,  14  ft.  S(|uare, 
partitioned  off  at  one  end  of  the  building,  for  an  ofifice.  The  outside  of  the  building  is  sheathed 
with  upright  boards  and  battens,  and  the  roof  is  covered  with  shingles.  The  freight-doors  are  7  ft. 
wide,  and  are  plain  batten  doors. 

Standard  Frame  Frci^ht-hoiisc  for  Way-stations,  Pennsylvania  Railroad. — The  standard  freight- 
house  of  the  Pennsylvania  Railroad,  designed  in  1886,  shown  in  Figs.  363  to  365,  ])lans  for 
which  were  kindly  furnished   by  Mr.   Wni.   H.   lirown.  Chief  Engineer,   Pennsylvania   Railroad,  is  a 


rmiSH  T 

/fOOM 


Fig.  363. — Front  Elevation.  Fig.  364.— End  Elevation  and  Ckoss  ."iECTioN.     Fic.  365. — Ground-plan. 


frame  structure  24  ft.  X  36  ft.  8  in.,  with  a  platform  on  all  sides,  the  top  of  the  iilatforni  and  the  lloor 
of  the  house  being  set  3  ft.  10  in.  above  the  top  of  the  rail.  The  interior  of  the  building  has  an 
8-ft.  X  i2-ft.  space  partitioned  off  for  an  ofifice.  There  is  an  8-ft.  X  8-ft.  sliding-door  at  the  front 
and  at  the  rear  of  the  building.  The  platforms  of  the  sides  and  rear  are  6  ft.  wide,  and  on  the  front, 
facing  the  track,  tlie  platform  is  8  ft.  wide,  extended  for  that  width  along  the  track  for  some  distance 
each  way  from  the  house.  The  foundations  of  the  house  are  stone  walls,  18  in.  thick,  set  on  yellow- 
I)ine  blocking  below  frost.  The  foundations  of  the  platform  consist  of  8-in.  X  8-in.  yellow-pine 
posts,  set  on  blocking  in  the  ground.  The  frame  of  the  building  is  of  hemlock,  the  roof-bents  being 
spaced  12  ft.  apart.  The  corner-posts  and  posts  under  the  bents  are  6  in.  X  8  in.;  door-studs, 
6  in.  X  6  in.;  intermediate  studs,  4  in.  X  6  in.;  plates,  6  in.  X  6  in.;  sills,  6  in.  X  10  in.  Centre 
girder  running  through  house  under  floor,  12-in.  X  12-in.  white  pine,  spanning  12  ft.  Joists,  3-in.  X 
12  in.  hemlock,  spaced  16  in.  centres,  s])anning  12  ft.  Flooring,  2-in.  yellow-pine  rough  plank. 
Roof-sheathing,  i-in.  matched  hemlock.  Sheathing  of  outside  of  frame,  i-in.  white-pine  boards 
and  battens.  Roof-trusses,  principal  rafters,  6  in.  X  6  in.;  tie-beam,  6  in.  X  6  in.;  truss-braces, 
4  in.  X  6  in.;  knee-braces,  4  in.  X  6  in.;  king-rod,  J  in.  in  diameter;  purlins,  6  in.  X  10  in.;  ridge-pole, 
4  in.  X  10  in.;  rafters,  3  in.  X  5  in.,  spaced  24  in.  centres.  Platform  roof  projection,  6  ft.,  sup- 
ported by  brackets  every  12  ft.  The  brackets,  consisting  of  6-in.  X  C-in.  horizontal  piece,  4-in.  X 
6-in.  vertical  piece,  and  4-in.  X  6-in.  knee-brace,  bolted  to  frame  with  a  i-in.  bolt,  carry  a  3-in.  X 
8-in.  purlin.  Roof-sheathing,  i-in.  matched  hemlock.  The  roof  is  covered  with  slate  or  tin  on  felt 
paper.  The  doors  are  made  plain,  battened  on  the  back,  hung  on  hinges  for  the  office,  and  slid- 
ing on  6-in.  cast-iron  sheaves  on  1-in.  X  4-in.  wrought-iron  ways  for  the  freight-house.  Window  in 
office,  3  ft.  X  4  ft.  8  in.  The  transom-light  over  freight-house  doors  has  a  fixed  sash  of  ij-in.  white 
pine,  with  J-in.  round  wrought-iron  rods,  spaced  6  in.  apart  in  front  of  glass,  as  guards.  The  chimney- 
flue  is  hung  in  the  roof,  projecting  2  ft.  above  the  peak  of  the  building,  and  capped  with  a  2-in.  flag- 
stone. The  platform  is  reached  by  a  jiair  of  steps  opposite  the  office,  and  by  an  incline  at  one  end 
of  the  platform  along  the  track.  The  face  of  the  platform  is  sheathed  with  2-in.  X  15-in.  yellow-pine 
plank  all  around  the  building,  cast-iron  grates  being  inserted,  so  as  to  afford  ventilation  under  the 
house.  The  down-conductors  are  2i-in.  X  3J-in.  galvanized  iron.  The  office-door  is  3  ft.  X  8  ft.,  with 
transom  overhead.  The  interior  of  the  building  is  12  ft.  4  in.  high  in  the  clear  from  the  floor  to  the 
tie-beam.  The  interior  of  the  office  is  lined  and  ceiled  with  i-in.  white  or  yellow  jiine  worked  boards. 
The  woodwork  on  the  outside  of  the  building  is  painted  with  two  coats  of  ])aint  of  standard  tints,  the 
interior  of  the  office  is  finished  in  two  coats  of  oil,  and  the  inside  of  the  freight-room  has  two  coats 
of  whitewash. 


2l8 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN   RAILROADS. 


StanJiirJ  Brick  Frcii^/if-/ioiisi;  /<//  Way  stolions,  Fi-nnsyhaiiia  Railroad. — The  standard  luiik 
freiglit-liouse  for  way  stations  of  the  Pennsylvania  Railroad,  designed  in  1S85,  shown  in  Figs.  366  to 
369,  plans  for  which  were  kindly  furnished  by   Mr.  Wni.  H.  Brown,  Chief  Engineer,  Pennsylvania 


Fig.  366.-    Front  Ei.evation. 


Fig   367      End  Elevajkin. 


Raihoad,  is  a  hrick  structure,  25  ft.  X  50  fl.,  with  slate  roof.      A  iilatlorni   surrounds  the   building  on 
all   sides,  6    ft.  wide  at  eaeli    gable-end,   5   ft.  on   the   rear,   and  6    ft.    wide  un   the    front  facing    the 


Fig.  3OS.— Ckoss-siccrioN. 


Fig.  369. — Ground-flan. 


track.  The  8-ft.  platform  on  the  front  is  extended  along  the  track  each  way  fioin  the  building  for 
some  distance.  The  face  of  the  platform  along  the  track  is  3  ft.  10  in.  above  the  top  of  rail,  and 
the  floor  in  the  house  is  set  2  in.  higher.  The  interior  of  the  building  has  in  one  corner  an  office, 
12  ft.  4  in.  square  in  the  clear,  partitioned  off  by  a  4-in.  glass  partition.  The  remainder  of  the  build- 
ing serves  as  freight- room.  The  office  is  entered  by  a  small  door  from  the  outside  of  the  building, 
lu  the  front  and  in  the  rear  of  the  building  there  is  an  8-ft.  X  8-ft.  sliding-door  leading  to  the  freight- 
room.  The  foundations  of  the  building  are  2-ft.  stone  walls  around  the  outside,  with  two  i6-in.  cross 
walls.  The  foundations  of  the  platforms  are  Bin.  X8  in.  posts  set  in  the  ground  below  frost,  on 
yellow-pine  blocking.  The  walls  of  the  house  are  built  of  brick,  12  in.  thick,  with  black  joints.  The 
doors  and  windows  are  set  in  panels  in  the  wall,  which  panels  are  arched  over  with  flat  segmental 
arches.  The  roof-trusses  are  spaced  about  16  ft.  apart,  and  are  built  of  hemlock  timber,  as  follows: 
tie-beams,  6  in.y6  in.;  jirincipal  rafters,  6  in.  X  6  in.;  truss-braces,  5  in.  X  6  in.;  wall-plates,  3  in. X8 
in.;  ridge-purlin,  5  in.  X  8  in.;  intermediate  purlins,  5  in.X  8  in.;  rafters,  3  in.  X  5  in.,  spaced  2  ft. 
centres;  roof-sheathing,  i-in.  tongued  and  grooved  hemlock  sheathing,  laid  diagonally,  and  covered 
with  roofing-felt  and  8-in.  X  i6-in.  or  9-in.  X  iB-in.  Lehigh  roof-slates.  The  rafters  project  over  the 
platforms  6  ft.  from  the  building,  and  are  sup])orted  by  a  3J-in.  •:  8-in.  purlin,  resting  on  ornamental 
brackets,  spaced  about  15  ft.  apart,  'i'lie  jiitch  of  the  roof  is  J,.  Tiu-  gable-ends  of  the  building 
above  the  platform  roof  are  sheathed  with  ornamental  shingles.  'I'he  roof-cresting  is  of  terra-cotta. 
The  chimney  is  of  brick,  with  ornamental  top,  covered  with  a  2-in.  stone  chimney-cap.  The  roof 
water  is  carried  down  at  the  corners  of  the  building  through  2f-in.  X  3l-in.  galvanized-iron  down- 
conductors,  with  cast-iron  guard-boxes  above  the  platform.  The  jambs  of  the  freight-doors  are 
protected  by  3-in.  cast-iron  guard-jilates,  3  ft.  from  the  floor  up.  The  face  of  the  platform  next 
to  the  track  is  jilaced  3  ft.  from  the  gauge-face  of  the  nearest  rail.  The  floor  in  the  house  consists 
of  2-in.  narrow  worked  yellow-pine  jilank,  on  4-in.  X  12-in.  white-pine  or  yellow-jiine  joists,  spanning 


FREIGHT-HO  USES. 


219 


15  ft.,  and  liiidged  with  tliree  rows  of  2-in.  X  4-in.  bridging.  The  foundation-walls,  whii  li  arc  of 
rubble  masonry  in  lime  mortar,  have  at  each  gable-end  two  12-in.  X  i8-in.  openings  for  ventilation, 
which  are  closed  by  cast-iron  grates.  The  platforms  are  floored  with  2-in.  narrow  worked  yellow- 
pine  plank,  laid  on  3-in.  X  8-in.  hemlock  joists,  spaced  16  in.  centres,  spanning  8  ft.,  with  8-in.  X  8-in. 
yellow-pine  caps,  resting  on  posts  about  8  ft.  apart.  The  height  of  the  building  in  the  interior  is  13 
ft.  in  the  clear,  and  the  height  of  the  eaves  of  the  platform  roof  above  the  platform  is  10  ft.  3  in. 
The  platform  is  reached  opposite  the  office  by  a  set  of  steps,  and  there  are  inclines  at  the  ends  of 
the  platform  along  the  track.  In  some  sections  a  tin  roof  is  adopted  in  place  of  a  slate  roof.  The 
exposed  woodwork  of  the  exterior  is  painted  with  two  coats  of  paint  of  standard  tints;  the  interior  of 
the  office  is  finished  in  oil,  and  the  freight-room  is  whitewashed  with  two  coats. 

Fici,i;lit-Iioiisc  at  New  Hampton,  Minn.,  Minnesota  &•  N art Ird>e stern  Rai/ipad-  The  freight-house 
of  the  Minnesota  &  Northwestern  Railroad,  at  New  HamjHon,  Minn.,  shown  in  Figs.  370  to  372 
is  a  frame  structure,   sheathed    on    the   outside   with   horizontal   weather-boarding,    and    roofed   with 


Fig    370,     Front  Elevation. 

shingles.  The  standard  freight-house  is  30  ft.  wide  by  any  length  desired,  the  length  at  New  Hamp- 
ton being  120  ft.  At  one  end  of  the  building  there  is  an  office  15  ft.  X  30  ft.,  divided  off  from  the 
freight-room  by  a  partition.     A  6-ft.  platform  runs  along  the  front  of  the  house  facing  the  track. 


Ornce 


_l 


Fig.  371. — Cross-section. 


Fig.  372. — GROi'ND-rLAN. 


At  the  eiul  (il  the  building  away  from  the  office,  the  platform  is  extended  36  ft.  wide  for  a  distance 
of  24  ft.  An  incline  leads  from  the  ground  up  to  this  platform  extension,  and  at  the  office  end  of 
the  building  the  platform  is  reached  by  steps.  The  doors  of  the  freight-room  are  sliding-doors, 
7  ft.  X  7  ft.,  hung  inside  the  house,  with  20-in.  stationary  transoms.  The  foundations  of  the  build- 
ing are  timber  posts,  set  in  the  ground  on  blocking.  There  are  four  lines  of  8-in.  X  12-in.  sills  run- 
ning lengthwise  with  the  building.  On  top  of  these  there  are  2-in.  X  12-in.  joists,  spaced  16  in. 
centres,  spanning  10  ft.  The  floor  is  formed  of  2-in.  plank.  The  roof-bents  are  spaced  8  ft.  9  in. 
centres.  Studding,  2  in.  X  6  in.,  doubled  at  the  bents;  plates,  2  in.  X  6  in.  Height  from  floor  to  tie- 
beam,  8  ft.  in  clear.  The  roof-trusses  have  princi])al  rafters,  two  pieces,  2  in.  X  6  in.;  tie-beam, 
I  in.  X  10  in.;  plank-braces,  from  2  in.  X  4  in.,  to  2  in.  X  10  in.;  roof-boards,  \  in.,  covered  with 
shingles;  purlins,  4  in.  X  8  in.,  hung  under  principal  rafters  of  roof-bents;  ridge-piece,  2  in.Xio  in.; 
intermediate  rafters,  2  in.  X  6  in.  The  6-ft.  i)Litforni  is  carried  on  8-in.X  8-in.  posts,  with  8-in.  X  8-in. 
caps,  supporting  five  lines  of  2-in.  X  lo-in.  joists,  spanning  8  ft.  9  in.  The  platform  and  floor  of  the 
house  is  set  4  ft.  above  the  top  of  the  rail,  and  the  face  of  the  platform  is  sot  back  6  ft.  from  the 
centre  of  the  track.      The  wagon  road  on  the  rear  of  the  building  is  3  ft.  below  the  floor  of  the  house. 


BUILDINGS   AND   STRUCTURES   OF  AMERICAN    RAILROADS. 


Frcii^^lil-lioiisc  al  Gainesville,  Fla.,  Saraiiiuili,  Florida  ^^  Western  Railway. — The  freight-house  of 
the  Savannali,  Florida  &  Western    Railway  at   (iainesvillc,  Fla.,  shown   in   Fig.  373,  designed   by  Mr. 

W.  B.  W.  Ht)we,  Jr.,  Chief  F:ngineer,  S.,  F.  &  W.  Ry.,  is 
a  frame  structure,  50  ft.  wide  by  any  length  desired, 
with  an  8-ft.  platform  on  each  side  of  the  building. 
The  outside  of  the  building  is  sheathed  with  uj^right 
boards  and  battens.  The  foundations  of  the  sides  of 
the  building  are  brick  piers,  while  the  intermediate  floor- 
girders  in  the  building  and  the  outside  floor-girders  of 
the  platform  are  supported  Ijy  posts  bedded  in  the 
ground.  The  building-sill  is  S  in.  X  12  in.,  and  the 
floor-girders  in  the  interior  of  the  house  and  at  the  face  of  the  platform  are  6  in.  X  12  in.  The  floor- 
joists  are  3  in.  X  12  in.,  spaced  24  in.,  spanning  12  ft.  6  in.  The  floor  consists  of  2-in.  plank,  the  top 
being  set  4  ft.  above  the  top  of  the  rail.  The  building  is  12  ft.  high  in  the  clear  from  floor  to  tie- 
beam.     The  roof  is  carried  by  a  set  of  posts  at  the  centre  of  the  l)uilding.     The  principal  timbers 


Fi''-  373.— Ckoss-section 


X  9  in.;  plates,  6  in.  X  6 
The  freight-doors  are  7 


are,  posts,  6  in.  X  8  in.;  tie-beams,  2  pieces,  2  in.  X  6  in  ;  ridge-purlin, 
in.;  knee-braces,  2  pieces,  2  in.  X  6  in.;  rafters,  2  in.  X  8  in.,  spaced  36 
ft.  wide  by  9  ft.  high,  in  pairs,  built  of  i-in.  X  6-in.  frame,  covered  with  J-in.  narrow,  tongued  an-d 
grooved  boards,  laid  diagonally.  The  platform  slopes  2  in.  from  the  house  down  towards  the  track. 
Terminal  Freiglit-house  at  Jacksonville,  Fla.,  Savannah,  Florida  is'  Western  Railway. — The 
terminal  freight-liouse  of  the  SaVannah,  Florida  &  Western  Railway  at  Jacksonville,  Fla.,  shown  in 
Figs.  374  and  375,  designed  by  Mr.  W.  B.  W.  Howe,  Jr.,  Chief  Engineer,  S.,  F.  &  W.  Ry.,  is  a  one- 


FiG.  374. — Front  Elevation. 

story  frame  structure,  50  ft.  X  294  ft.,  sheathed  on   the  outside  with  upright  boards  and  battens,  and 

roofed  with  tin.  There  is  a  6-ft.  platform  along 
the  track,  and  a  6-ft.  platform  at  one  gable-end 
of  the  building.  The  building  is  divided  by 
cross  partitions  into  seven  rooms,  each  42  ft.  X  50 
ft.  Sliding-doors,  9  ft.  X  9  ft.,  are  spaced  28  ft. 
centres  along  the  front  and  the  rear  of  the  build- 
ing. The  interior  is  13  ft.  high  in  the  clear  from 
floor  to  tie-beams.  The  roof-i)rojection  over  the 
platform   is    6  ft.  wide,  sup])orted  by  ornamental 

brackets.     The  foundations   of   the   building  are 

Fig.  375. — End  Elevation  and  CuDss-sKcrioN.  1    ■   1       •  t^i      1     u-         -n  j    •   *  j-  . 

brick  piers.     The  building-sills  and  intermediate 

floor-girders  are  12  in.  X  14  in.,  spanning  14  ft.  The  floor-joists  are  4  in.  X  12  in.,  spaced  24  in.,  and 
spanning  12  ft.  6  in.  The  floor  is  2-in.  rough  jilanking.  The  joists  on  the  platform  are  spaced  4  ft. 
centres,  spanning  6  ft.  The  top  of  the  platform  is  placed  3  ft.  10  in.  above  the  top  of  the  rail.  The 
frame  is  built  of  6-in.  X  8-in.  posts,  3-in.  X  4-in.  studs  and  nailers,  and  4-in.  X  8-in.  plates.  The  roof- 
trusses  are  spaced  14  ft.  centres,  and  are  composed  of  4-in.  X  9-in.  principal  rafters;  4-in.  X  9-in.  tie- 
beams;  4-in.  X  5-in.  truss-braces;  2?>-in.  X  8-in.  purlins,  spaced  48  in.;  truss-rods,  |  in.  and  i  in. 
in  diameter:  roof-sheathing,  i-in.  boards. 

Terminal   Freight-Itouse    at   Grand   Street,   Jersey    City,    N.    J.,    Lehigh    Valley   Railroad.— The 
terminal    freight-house  of  the   Lehigh  Valley   Railroad  at  Grand   Street,  Jersey  City,  N.  J.,  shown   in 


FREIGHT-HO  USES. 


Figs.  376  to  379,  dL-sigiicd  and  built  in  i8go  under  the  direction  of  tile  autlior,  assisted  by  Mr. 
Julius  G.  Hocke,  Assistant  Engineer,  L.  V. 
R.  R.,  and  by  Mr.  E.  D.  I!.  Brown,  is  a  single- 
story,  L-sIiaped  frame  structure,  sheathed  on 
the  outside  with  galvanized  corrugated  iron, 
and  roofed  with  tin.  The  location  is  at  the 
junction  of  two  important  streets,  (Jrand 
Street  and  Pacific  Avenue,  the  tracks  being 
parallel  to  Pacific  Avenue,  hence  the  neces- 
sity for  the  design  as  selected.  In  order  to 
obtain  more  car  frontage,  covered  platforms, 
10  ft.  wide,  are  run  out  from  the  freight- 
house  along  the  tracks,  as  shown  on  the  ])lans.  The  freight-house  is  50  ft.  wide,  and  171  ft.  long  on 
the  street  frontage.  The  platform  along  the  street  is  6  ft.  wide,  and  the  freight-doors  are  10  ft.  wide 
and  14  ft.  high,  in  pairs,  sliding  into  recesses  each  side  of  the  door-opening.  Along  the  track  the  side 
of  the  house  consists  of  sliding-doors  hung  alternately  on  two  separate  continuous  rails,  so  that  the 
house  can  be  thrown  open  at  any  jjoint.     Attached  to  the  freight-house  is  an  office,  15  ft.  X  23  ft.. 


Fig.  376.  — End  Elevation. 


«=|:3:iJU_!L_IU:| 


EiG.  377. — Cross-section. 


built  as  an  annex  to  the  main  building.  The  end  of  the  building  away  fron'i  the  office  is  built  so  that 
the  house  can  be  extended  along  Pacific  .'Xvenue  at  any  time  without  causing  any  serious  changes. 
The  floor  in  the  house  is  set  3  ft.  8  in.  above  the  top  of  the  rails  of  the  tracks,  and  the  face  of  the  plat- 
form is  2  ft.  9  in.  above  the  wagon-road.  The  clear  height  in  the  house  from  the  floor  to  the  tie-beams 
of  the  trusses  is  16  ft.  9  in. 

The  foundations  of  the  building  are  yellow-pine  piles,  spaced  about  6  ft.  ajiart  in  each  bent,  the 
bents  being  spaced  10  ft.  centres.  The  roof-trusses  are  spaced  20  ft.  centres.  The  ])rinripal  timbers 
used  are  yellow  pine,  12-in.  X  12-in.  caps;  4-in.Xi2-in.  floor-joists;  12-in.  X  12-in.  building-sill;  3-in. 
floor-i)lank;  S-in.  X  12-in.  wheel-guard;  lo-in.  X  12-in.  posts;  6-in.  X  12-in.  [ilates;  6-in.  X  12-in. 
bolsters;  6-in.Xio-in.  knee-braces;  door-lintels  6  in.  X  8  in.;  extra  upper  door-lintcl  on  track  side  of 
house  for  second  set  of  sliding-doors,  6  ih.  X  14  in.;  roof-brackets,  6  in.  X  10  in.;  false  rafters  on 
roof-projection,  3  in.  X  8  in.:  purlin  on  roof-projection,  6  in.  X  8  in.  The  roof-trusses  art  built  of 
white  pine  as  follows:  principal  rafters,  2  pieces,  3  in.  X  12  in.;  tie-beams,  2  jjieces,  3  in.  X  12  in.; 
web-ties  and  struts,  2  in.  X  10  in.  Tiie  roof-purlins  arc  3-in.  X  lo-in.  hemlock,  covered  by  i-in. 
tongued  and  grooved  hemlock  boards,  roofed  with  tin  on  two  layers  of  tarred  roofing-felt.  The  out- 
side of  the  building  is  covered  with  galvanized  corrugated  iron,  the  lower  sheets  being  No.  20  gauge, 
the  upper  sheets  No.  26  gauge.  The  interior  is  lighted  by  fixed  sash  in  the  sides  of  the  building  and 
skylights  in  the  roof.     The  cornices,  ridge-crestings,  etc.,  are  of  galvanized  iron. 

Tcniiinal  Frcii^ht-hotise  at  Newark,  JV.  /.,  Lehigh  Valley  Rail  road. — The  terminal  freight -house 
of  the   Lehigh  Valley  Railroad   at   Frelinghuysen  Avenue,  Newark,  N.  J.,  sliowu   in   Figs.  380  to  382, 


222  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


FREIGHT-HOUSES.  223 

designed   and  limit  in   1S92    undei   llie  dirc<:lion  of   tlie  author,  assisted   l.)y  Mi.   I'liilli|j  H.  Dewiuand 
Mr.  E.  [).  B.    Brown,  is   a  frame   stnu:Liu-e,  87  f t.  X   14S  ft->  sheathed  on   the  outside  with   galvanized 


f-3^ 


Fig.  3S0. — Front  Elevation. 

corrugated  iron,  and  roofed  with  tin.     Two  tracks  enter  the  building  in  one  pit,  spaced  excentrir,  the 
floor-space  on  the  narrow  side  being  for  outgoing  freight,  and  the  floor-space  on  the  other  side  being 


Fic;.  381.— Cross  SEcrioN. 


for  incoming  freight.  The  site  for  this  depot  was  limited  to  a  lot  with  only  125  ft.  front  on 
Frelinghaysen  .\venue.  There  is  an  8-ft.  platform  along  .Mpine  Street  for  incoming  freight,  and  a 
6-ft.  platform  along  Frelinghuysen  Avenue  for  incoming  and  outgoing  freight.  On  the  other  side  of 
the  building  there  is  no  platform,  the  width  of  the  property  not  allowing  one;  but  this  was  not 
considered  a  serious  detriment,  as  wagons  bringing  outgoing  freight  back  up  to  the  doors,  and  no 
trouble  is  experienced,  if  the  freight  is  moved  away  from  the  doors  as  fast  as  deposited.  The  front 
of  the  building  on  Frelinghuysen  Avenue  is  two-story,  not  only  to  add  to  the  appearance  of  the 

structure,  but  so  as  to  give  an  office  for  the  local  freight 
agent  and  his  clerks,  the  office  shown  on  the  ground- 
plan  being  intended  for  the  receiving  and  shipping 
clerks  connected  with  business  done  on  the  floor  of 
the  house  more  jiarticularly.  The  building  is  lighted 
and  ventilated  by  a  clear-story  with  glazed  sash, 
every  alternate  sash  being  pivot-hung.  The  gable-end 
of  the  building  away  from  the  ofifice  is  trussed 
over,  so  that  the  house  can  be  extended  at  any 
time,  if  found  desirable.  Additional  car  frontage  is 
obtained  by  covered  platforms  extending  for  some 
"""      ■"""'  distance  along  the  tracks  outside  of  the  house.     The 

Fig.  382.— Ground-plan.  ^qq^  ^f  ti,g  hg^gg  jg  ggj  ^  ft.  g  in.  above  the  top  ot 

the  rails  of  the  tracks,  and  the  face  of  the  platform  is  placed  2  ft.  9  in.  above  the  street.     The  freight- 


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224 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


doors  :ue  lo  ft.  wide  liy  lo  ft.  high,  hung  in  pairs,  sliding  each  way  from  the  door-opening.     The  roof- 
bents  are  spaced  i8  ft.  centres. 

The  foundations  are  creosoted  posts  set  in  the  ground  on  creosoted  blocking.  The  principal 
timbers  are  yellow  pine,  12-in.  X  12-in.  caps;  4-in.  X  14-in,  floor-joists,  spaced  from  16  in.  to  24  in. 
centres;  3-in.  floor-planks;  6-in.  X  12-in.  wheel-guard;  8-in.  X  8-in.  posts;  6-in.  X  8-in.  plates; 
6-in.  X  8-in.  door-lintels.  The  roof-trusses  are  built  of  hemlock,  of  the  dimensions  shown  on  the 
plans.  The  purlins  and  rafters  are  heinlock,  3  in.  X  10  in.,  covered  witli  i-in.  tongued  and  grooved 
hemlock  boards,  roofed  with  tin  on  two  layers  of  tarred  roofing-felt.  The  outside  of  the  building  is 
sheathed  with  galvanized  corrugated  iron,  the  lower  sheets  being  No.  20  and  the  upper  sheets  No. 
26  gauge.  The  cornices,  ridge-crestings,  finials,  etc.,  are  of  galvanized  iron.  The  freight-doors  are 
made  of  white-pine  frames,  covered  with  galvanized  sheet-iron  No.  26  gauge. 

Terminal  Freight-house  at  Richmond,  Va.,  Richmond  (sf  Alleghany  Rjilroad. — The  terminal 
freight-house  of  the  Richmond  &  Alleghany  Railroad,  now  the  James  River  division  of  the  Chesa- 
peake &  Ohio  Railway,  at  Richmond,  Va.,  shown  in   Figs.  383  and  384,  designed  and  built  in  1881 

under  the  direction  of  the  author,  is  a  single-story 
frame  structure,  40  ft.  wide  by  500  ft.  long,  one  half  of 
which  length  was  enclosed  and  the  balance  built  as  an 
open  shed.  There  were  two  tracks  along  the  rear  of 
the  building,  and  one  track  ran  into  the  open-shed  por- 
tion of  the  house.  The  street  delivery  takes  place 
along  the  front  of  the  building.  A  two-story  ofifice 
building  was  located  at  the  far  end  of  the  freight- 
house.  The  building  is  sheathed  on  the  outside 
with  horizontal  and  vertical  ornamental  boarding,  and 
roofed  with  slate.  The  foundations  are  on  piles,  as  the 
There  is  an  8-ft.  platform  along  the  street  front,  with 

There  is  no  platform  on  the 


Fig.  383. — Cross-skction. 


site  is  in  the  old  James   River  Canal   l)asin. 

sliding  freight-doors,  spaced  every  35  ft  ,  along  the  side  of  the  building 


r 


LL 


/~yfs/c^r   /fooM 


C0ti/T£O    /^C/frrOfiM 


Fig.  3S4. — Ground-plan. 


rear  of  the  building  along  the  track,  but  the  side  of  the  closed  portion  of  the  house  consists  of  doors 
throughout,  so  that  any  part  of  this  side  of  the  house  can  be  opened,  and  the  posts,  supporting  the 
roof-trusses  every  11  ft.  8  in.,  are  the  only  parts  of  the  building  that  can  interfere  with  loading  or 
unloading  cars.  There  are  two  continuous  overhead  roller-tracks  for  the  door  rollers  to  run  on,  and 
the  doors  in  every  alternate  panel  are  hung  on  the  same  rail,  so  that  any  stretch  of  the  house  can  be 
opened  at  will. 

Terminal  Freight-house  at  St.  Louis,  Mo.,  St.  Louis,  Keokuk  &=  Nortlncestern  Railroad. — In  the 
issue  of  the  Railroad  Gazette  of  Sept.  4,  1891,  the  following  description  is  published  of  the  new 
freight-house  of  the  St.  Louis,  Keokuk  &  Northwestern  Railroad  at  St.  Louis,  Mo.,  designed  by  Mr. 
G.  S.  Morison: 

The  south  end  of  the  building  is  to  be  so  constructed  as  to  give  ample  office  ([uarters.  These 
are  to  be  38  ft.  X  141  ft.,  and  five  stories  in  height,  with  a  severely  plain  front,  with  brick  walls,  and 
facing  on  the  side  street.  On  account  of  the  incline  along  the  front  of  the  office,  it  is  necessary  to 
build  heavy  retaining-walls  around  three  sides,  as  the  basement  is  to  be  used  for  storage.  'I'he  main 
floor  is  made  up  of  32-in.  girders,  35  ft.  8  in.  long,  laid  9  ft.  6f  in.  centres,  and  arched  in  with  brick  or 
hollow  tiles.  These  girders  are  built  up  of  1-in.  web,  with  5-in.  X  5-in.X|-in.  angles  top  and  bottom, 
and  will  form  a  very  stiff,  solid  floor.     The  lower  basement  floor  is  to  be  laid  with  concrete. 

The  main  train-shed  is  760  ft.  long  and  131  ft.  wide,  and  spanned  by  an  iron  trussed  roof,  the 
main  centre  panels  being  mostly  60  ft.  centres.     The  north  truss  has  a  latticed  bottom  chord  to  brace 


FREIGHT-HOUSES.  225 

it  against  wind-pressure  on  that  end  of  ihc  building.  These  main  trusses  reach  across  the  five  tracks 
only,  and  rest  on  heavy  com|)Osite  Z  columns  bolted  down  to  concrete  foundations  running  down  to 
rock  bottom.  These  foundations  are  brought  up  to  the  platform  level,  and  have  bolts  e.xtending  down 
into  them  14  ft.  The  bolts  are  made  U -shape,  of  30-ft.  rods,  and  sustain  two  jjieces  of  rails  of  about 
8  ft.  in  length  on  the  lower  part  of  the  U.  The  rails  are  connected  near  their  ends  by  short  rods 
passing  through  holes  drilled  in  the  webs.  It  would  seem  that  such  a  ])recaution  as  this  against  the 
disturbance  of  the  holding  bolts  should  be  more  than  sufificient  to  guard  against  any  i>ossible  pull 
from  the  upper  end. 

To  the  main  posts  at  some  8  ft.  below  the  eaves  of  the  centre  span  is  built  a  shed  roof  on  either 
side,  running  down  to  a  row  of  smaller  posts  built  of  Z-iron  and  plates,  placed  20  ft.  centres,  and 
between  which  the  doors  arc  hung.  Each  20-ft.  panel  contains  a  door  (tlie  full  width  of  the  panel) 
balanced  on  weights,  which  are  suspended  in  the  hollow  of  the  Z-posts.  Over  the  doors  are  large 
windows,  so  that  when  the  door  is  down  light  may  enter  above,  but  on  raising  the  door  it  shuts  this 
off.  Allowance  is  also  made  for  light  and  air  between  the  main  and  side  roofs  by  having  alternate 
frames  set  with  slat  ventilators  and  glass. 

The  five  tracks  extending  the  entire  length  of  the  shed  are  built  on  terraces,  on  an  average  slope 
of  I  in  20  to  conform  to  the  grade  of  the  street  at  the  north  end,  and  are  laid  11  ft.  centres,  it  being 
the  intention  to  load  the  three  intermediate  lines  of  cars  through  those  on  tlie  tracks  next  the  plat- 
forms. Beyond  the  north  end  of  the  shed  the  platforms  extend  for  87  ft.  out,  and  have  each  an  ii-ft. 
building  at  the  inner  end,  and  are  also  provided  each  with  a  15-ton  boom-crane  having  a  15-ft.  swing. 
These  will  be  used  for  transferring  all  heavy  material,  and  will  be  of  great  assistance  in  the  saving  of 
time  and  labor  on  ordinary  methods  of  loading.  The  need  of  such  better  facilities  is  being  felt  more 
and  more  by  the  carriers,  and  there  is  the  additional  advantage  of  locating  the  appliances  at  the 
general  freight-house,  in  that  frequently  it  may  be  better  to  unload  part  of  the  car  by  power,  and  at 
the  same  time  it  would  not  pay  to  switch  that  portion  of  the  load  to  another  part  of  the  yard  in 
order  to  reach  the  crane. 

Inside  the  shed  the  platforms  are  furnished  with  Fairbanks  scales  of  six  tons  capacity  each,  there 
being  22  in  all,  18  on  the  west  or  receiving  platform,  and  four  on  the  east  or  delivery  side.  Both 
platforms  throughout  are  built  on  the  i  to  20  slope,  the  receiving  one  being  on  the  high  side.  When 
completed  it  will  be  possible  to  throw  open  the  whole  of  the  house  with  tlie  exception  of  one  20-ft. 
panel  on  each  side,  so  that  every  foot  of  floor-surface  may  be  utilized  to  the  best  advantage.  The 
end,  across  the  tracks,  is  supplied  with  a  large  lattice-work  gate  nicely  balanced  by  weights  in 
pockets  at  the  sides. 

Tcniiinal  Frdght-hoinf  at  Cincinnati,  O.,  Chesapeake  &•  Ohio  Railway. — The  terminal  freight- 
house  of  the  Chesapeake  &  (Miio  Railway  at  the  corner  of  Third  Street  and  John  Street,  Cincinnati, 
O.,  constructed  during  1890,  in  connection  with  other  terminal  improvements  at  this  point,  is 
illustrated  and  described  in  the  issue  of  the  Railway  Revie^o  of  March  22,  1890.  The  approach 
to  the  freight-house  is  on  an  elevated  trestling.  The  main  floor  of  the  house  is  used  for  receiving 
and  delivering  freight  from  Fourth  Street,  while  a  basement-floor  is  used  for  handling  freight 
from  the  elevation  of  Third  Street  and  John  Street.  The  fjeight  is  transferred  from  the  cars  down 
to  the  basement,  and  from  the  basement  up  to  the  cars,  by  a  large  hydraulic  elevator. 

Single-story  Terminal  Freight-pier  Shed  at  Jersey  City,  N.  /.,  Lehigh  Valley  Railroad.— Ihi: 
single-story  terminal  freight-sheds  of  the  Lehigh  Valley  Railroad,  on  Piers  "B"  and  "C"  of  the 
freight  terminus  at  Jersey  City,  N.  J.,  described  and  illustrated  in  the  issue  of  the  Railroad  Gazette  of 
September  4,  1891,  shown  in  Figs.  385  and  386,  designed  and  built  in  1SS9  under  the  direction  of  the 
author,  assisted  by  Mr.  Julius  (1.  Ho<:ke,  Assistant  F^ngineer,  L.  V.  R.  R.,  and  by  Mr.  F:.  D.  B. 
Brown,  are  frame  buildings,  83  ft.  wide,  built  on  jiiers,  100  ft.  wide  and  600  ft.  long.  The  sides  of  the 
building  are  sheathed  with  galvanized  corrugated  iron,  and  the  roof  is  covered  with  tin.  Owing  to 
special  local  conditions  governing  the  general  layout  of  the  terminus,  the  pier  is  built  on  an  angle, 
so  that  the  building  has  skew  ends,  '{'here  is  one  track  running  into  the  shed  on  each  pier,  and 
another  track  running  outside  the  shed  on  the  south  side  of  each  pier.  This  arrangement  is  a  com- 
bination of  an  incoming  and  outgoing  freight-iiier  ;  it  gives  a  chance  to  ship  or  receive  car-load  freight 
directly  over  the  string-piece,  while  package  freight  with  a  probable  short  storage  is  stored  in  the  shed. 


226 


BUILDINGS   AND    STRUCTURES   OF  AMERICAN   RAILROADS. 


The  entrance-doors  to  the  engine-track  in  the  pit  are  steel  roller-shutter  doors.  Four  movable  freight 
inclines  or  gangways  are  provided  on  the  north  side  of  each  pier,  so  that  the  inclines  can  be  made  to 
follow  the  tides  or  be  adjusted  to  suit  any  boat,  whether  light  or  loaded.     The  south  side  of  the  shed 


II!     I 


next  to  the  string-piece  track  is  built  with  a  continuous   system   of  sliding-doors,  hung  alternately  on 
two  different  overhead  rails,  thus  allowing  any  portion  of  the  side  of  the  house  to  be  ojiened. 

The  top  of  the  floor  in  the  track-pits  is  placed  4  ft.  above  mean  high-water,  while  the  floor  in  the 
sheds  is  placed  4  tt.  higher.     The  trusses  in  the  sheds  give  18  ft.  8  in.  clearance  above  the  floor  under 


FREIGHT-BO  USES. 


227 


them.     The   pile-bents  are  siiaced  every  9  It.,  while  the  ujiper  or  shed  bents  are  spaced  every  18  ft. 
The  intermediate  bents  liave  21  piles,  the  main  bents  23  jiiks  per  bent. 

The  principal  materials  used  in  the  substructure  of  the  single-story  covered  piers  are  as  follows: 
creosoted  yellow-pine  bearing  and  brace-i)iles,  creosoted  with  12  lbs.  of  dead  oil  of  coal-tar  per  cubic 
foot;  creosoted  yellow-pine,  12-in.  X  12-in.  caps,  12-in.  X  12-in.  outside  stringers,  12-in.  X  12-in.  build- 
ing-sills, two  8-in.  X  12-in.  outside  range-limbers,  creosoted  with  10  lbs.  dead  oil  of  coal-tar  per  cubic 
foot;  untreated  yellow-pine,  12-in.  X  12-in.  inside  stringers  and  string-piece,  4-in.  X  12-in.  floor- joists, 
two  8-in.  X  12-in.  track-stringers  under  each  rail,  and  3-in.  floor-plank;  6-in.  X  12-in.  oak  fenders,  14  ft. 
long;  6-in.X  8-in.  oak  chocks  between  fenders,  and  oak  cluster-piles  at  exposed  corners.  The  super- 
structure or  shed  is  built  of  Southern  yellow  pine,  lo-in.  X  lo-in.  posts,  8-in.  X  12-in.  plates;  hemlock, 
4-in.  X  6-in.  intermediate  studs,  3-in.  X  6-in.  nailers  ;  the  outside  sheathing  is  No.  20  galvanized 
corrugated  iron;  the  inside  of  the  shed  is  sheathed  to  a  height  of  6  ft.  above  the  floor  with  i-in.  hem- 
lock plank.  Tiie  roof -trusses  are  built  of  white  pine  of  the  following  sizes:  tie-beams,  2  pieces,  4  in.  X 
14  in.;  rafters,  2  pieces,  4  in.  X  12  in.;  studs  and  ties,  2-in.  plank  from  10  in.  to  12  in.  wide;  and  hem- 
lock purlins,  3  in.  X  10  in.,  properly  bridged.  The  lantern  is  built  of  hemlock  frame,  with  white-i)ine 
casings  and  sashes,  the  latter  hung  on  centre  pivots  and  operated  with  cords  from  below.  The  shed 
is  roofed  with  i-in.  tongued  and  grooved  hemlock  boards,  covered  with  tin  laid  on  two  layers  of 
single-ply  rosin-sized  building-paper. 

Single-story  Terminal  Freight-pier  Shed  at  Jersey  City,  N.  J.,  Pniiisylvania  Railroad. — The  single- 
story  terminal  freight-shed  of  the  Pennsylvania  Railroad  on 
York  Street  Pier,  Jersey  City,  N.  J.,  shown  in  Fig.  387,  is 
a  frame  structure,  77  ft.  6  in.  wide  by  417  ft.  long,  the  pier 
being  80  ft.  wide.  The  shed  is  sheathed  on  the  outside  with 
galvanized  corrugated  iron,  and  roofed  with  tin.  There  is 
one  track  that  runs  into  the  building  on  one  side  of  the  pier. 
The  doors  along  the  sides  of  the  house  are  swinging-doors, 
hinged  at  the  top  and  swinging  upwards  when  opened.  This 
freight  pier  is  used  as  a  steamship  pier  for  one  of  the  trans- 
atlantic steamship  routes,  the  track  on  the  pier  connecting 
with  the  Pennsylvania  Railroad. 

Single-story  Iron  Terminal  Freight-pier  Shed  at  Ne7v 
York,  N.  v.,  New  York  Central  &"  Hudson  River  Rail- 
road.— The  terminal  freight-shed  of  the  New  York  Central  &  Hudson  River  Railroad  on 
Pier  No.  62,  North  River,  at  the  foot  of  West  Thirty-second  Street,  New  York  City,  designed 
by  Mr.  Walter  Katte,  Chief  Engineer,  N.  Y.  C.  &  H.  R.  R.  R.,  assisted  by  Mr.  G.  H.  Thomson, 
Bridge  Engineer,  described  and  illustrated  in  the  issue  of  the  Railroad  Gazette  of  March  1,  1889,  is  a 
single-story  iron  building,  94  ft.  wide  and  493  ft.  long.  There  is  a  track  running  into  the  house  at  the 
centre  of  the  pier.  The  pier  substructure  is  100  ft.  wide.  The  roof  is  divided  into  three  spans  by 
means  of  two  iron  posts  in  each  bent.  The  centre  span,  forming  a  clear-story,  is  36  ft.  high  in  tlie 
clear,  and  the  side  spans  are  22  ft.  high  above  the  floor  of  the  pier.  There  are  seven  large  door- 
openings  on  each  side  of  the  pier  for  transferring  freight  to  or  from  boats,  there  being  a  fi.xed  inclined 
ramp  at  each  door.  The  doors  are  closed  by  steel  roller-shutter  doors,  the  doors  reaching  down  to 
the  foot  of  the  ramp,  so  that  the  house  can  be  closed  completely.  The  frame,  roof-trusses  and  purlins 
are  of  iron  throughout.  The  outside  sheathing  is  galvanized  corrugated  iron,  and  the  roof  covering 
is  gravel  roofing  on  spruce  boards. 

Double-story  Terminal  Freight-pier  Shed  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad. — The 
double-story  terminal  freight-sheds  of  the  Lehigh  Valley  Railroad  on  Piers  "  G  "  and  "  H  "  of  the 
freight  terminus  at  Jersey  City,  N.  J.,  described  and  illustrated  in  the  issue  of  the  Railroad  Gazette  of 
September  4,  1891,  sliown  in  Figs.  388  to  392,  designed  and  built  in  1891  under  the  direction  of  the 
author,  assisted  by  Mr.  Julius  G.  Hocke,  Assis^nt  Engineer,  L.  V.  R.  R.,  and  by  Mr.  E.  I).  15.  Brown, 
are  frame  buildings,  117  ft.  4  in.  wide,  built  on  piers,  120  ft.  wide  and  580  ft.  long.  The  sides  of  the 
building  are  sheathed  with  galv.inized  corrugated  iron,  and  the  roof  is  covered  with  tin.  Owing  to 
special  local  conditions  governing  the  general  layout  of  the  terminus,  the  pier  is  built  on  an  angle,  so 


Fig.  387. — Cross-section. 


228 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


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FREI GHT-HO  USES. 


229 


that  the  building  has  skew  ends.  There  is  one  track  running  into  the  slied  on  each  ])ier  at  tlie  centre 
of  the  shed.  These  piers  are  mainly  intended  for  east-bound  freight  for  which  a  certain  amount  of 
storage  has  to  be  provided.  There  are  two  stories,  the  lower  one  giving  10  ft.  clearance  between  the 
bents,  the  upper  one  8  ft.  clearance  at  the  bents,  and  more  between  them.  The  entrance-doors  to  the 
engine-track  in  the  ])it  are  steel  roller-shutter  doors.  Four  movable  freight  inclines  or  gangways  are 
provided  on  each  side  of  the  pier,  similar  to  those  on  the  single-story  covered  piers,  described  above. 
Freight  is  transferred  to  or  from  the  upper  story  by  means  of  si.x  Ruddell  barrel  and  freight 
elevators,  shown  in  Fig.  392,  operated  by  steam,  arranged  to  carry  barrels,  bags,  or  package  freight. 
These  elevators  are  admirably  arranged,  so  that  freight  can  be  hoisted  to  the  upper  floor  and  taken 
down  from  the  upper   floor  to  the  lower  story  simultaneously,  without    stopping  or  reversing   the 


^'JV-a*/'^  .■-i'tt 


Fig.  3go. — Cross-section. 

engine.  The  machinery  is  equipped  with  safety  appliances  and  automatic  shut-off  valves,  so  that 
one  man  can  attend  to  all  the  engines  on  the  pier,  as  in  case  of  an  accident  the  engine  is  stopped 
automatically. 

By  omitting  the  upper  floor  over  the  track-pit,  the  height  of  the  building  was  reduced,  while  the 
ventilation  and  lighting  of  the  lower  floor  were  greatly  facilitated,  and  a  heavy  and  costly  girder  con- 
struction to  carry  the  upper  floor  over  the  track.pit  avoided — of  course,  however,  with  a  certain  loss  of 
storage  space.  The  toj)  of  the  floor  in  the  track-jjits  is  4  ft.  above  mean  high-water,  while  the  lower 
floor  in  the  shed  is  placed  4  ft.higher.  The  jiile-bents  are  spaced  every  9  ft.,  while  the  upper  shed- 
bents  are  spaced  every  18  ft.  The  posts  supporting  the  upper  floor  are  spaced  every  9  ft.  lengthwise 
of  the  pier.     The  intermediate  bents  have  25  piles,  the  main  or  shed  bents  37  piles  per  bent. 

The  principal  materials  used  in  the  substructure  of  the  double-story  covered  piers  are  the  same 
as  specified  for  the  single-story  covered  piers,  described  above.  The  superstructure  or  shed  is  built  of 
Southern  yellow  pine,  12-in.X  12-in.  posts  supporting  upper  floor  and  roof  trusses;  12-in.  X  12-in. 
floor-girders  under  upper  floor;  4-in.  X  is-in.  floor-joists  of  upper  floor,  bridged  between  supports  and 
spaced  about  i8in  .  centres;  3-in.  upper  floor-])lank;  and  6-in.  X  12-in.  plates;  also  hemlock,  4-in.  X  6-in. 
intermediate  studs,  and  3-in.  X  6-in.  nailers.     'I'he  outside  sheathing  of  shed  is  No.   20  galvanized 


230 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


corrugated  iron,  and  the  inside  is  sheathed  in  both  stories  to  a  height  of  7  ft.  above  the  floor  with  i-in. 
tongued  and  grooved  hemlock.  The  roof-trusses,  built  as  shown,  consist  of  white  pine,  two  pieces, 
3-in.  X  lo-in.,  tie-beams;  two  pieces,  3-in.  X  lo-in.,  rafters;  struts  and  ties,  2-)n.  hemlock,  from  10  m.  to 
12  in.  wide,  and  3-in.  X  lo-in.  hemlock  purlins.  The  side-trusses  are  tied  across  the  track-well  with 
a  4-in.  X  lo-in.  white-pine  lie-beam,  and  the  projecting  parts  of  the  upper  floor  next  to  the  track-well 


m — 


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^m^ 


Fig.  391. — LoNGrruDiNAL  Section. 


Fig.  3g2.— RuDDF.i.i.  Barrki,  and  Frkii;ht  Elevator. 


are  suspended  from  the  roof  and  supported  by  knee-braces,  as  shown.  The  lantern  is  built  of  hem- 
lock frame,  with  white-pine  casings  and  sashes,  centre  hung.  The  shed  is  roofed  with  i-in.  tongued 
and  grooved  hemlock  boards,  covered  with  tin,  laid  on  two  layers  of  single-ply  rosin-sized  building- 
payer. 

Double-story  Terminal  Freight-pier  Shed  al  Harsimus  Cove,  Jersey  City,  N.  J.,  Pennsylvania  Rail- 
road.— The  terminal  freight-shed  of  the  Pennsylvania  Railroad  on  Pier  No.  2,  Harsimus  Cove,  Jersey 
City,  N.  J.,  shown  in  Fig.  393,  is  a  double-story  frame  structure,  120  ft.  wide  X  460  rt.  long,  sheathed 


FREIGHT-NO  USES. 


231 


on  the  outside  with  galvanized  corrugated  iron,  and  roofed  with  tin.  There  are  two  tracks  entering 
the  house,  near  one  side  of  the  building,  making  a  very  good  design  for  a  combined  ingoing  and  out- 
going frtight-shed.     The  clear  height  of  the  lower  story  is  15  ft. 


Fig   393.     Cross-section. 

DpiiHe-^tory  Terminal  Frcij^ht-pier  Shed  on  Grand  Street  Pier,  Jersey  City,  N.  /.,  Pcnnsyl'oania 
Railroad. — The  freight-sheds  of  the  Pennsylvania  Railroad  on  piers  at  Grand  Street  and  at  Sussex 
Street,  Jersey  City,  N.  J.,  shown  in  Fig.  394,  are  two-story  frame  structures,  125  ft.  wide  and  about 
500  ft.  long,  sheathed  on  the  outside  with  galvanized  corrugated  iron,  and  roofed  with  tin.  One  track 
enters  the  building  near  the  centre  of  the  house.  The  lower  story  has  16  ft.  clear  height.  These  piers 
are  used  by  transatlantic  steamship  lines,  in  connection  with  the  Pennsylvania  Railroad. 


Fio.  3g4.— Cross-skction. 


DoiiHe-story  Terminal  Freif^/it-fier  S/ied  at  IVee/nnvken,  N.  /.,  West  Shore  Railroad. — The  ter- 
minal freight-house  of  the  West  Shore  Railroad,  built  on  a  pier  at  Weehawken,  N.  J.,  in  1883, 
described  and  illustrated  in  Mr.  (Iratz  Mordecai's  book  on  "Terminal  Facilities  of  the  Port  of  New 
York,"  is  a  double-story  frame  structure,  sheathed  on  the  outside  with  galvanized  corrugated  iron, 
and  roofed  with  tin.  The  building  is  200  ft.  wide  and  about  2000  ft.  long.  The  clear  height  of  the 
lower  story  is  15  ft.  6  in.,  and  of  the  upper  story  ti  ft.  6  in.  at  the  outside  of  the  building.  There  are 
two  tracks  entering  the  building  at  the  centre  of  the  house.  The  pier-bents  are  spaced  8  ft.  apart,  while 
the  bents  in  the  house  are  spaced  16  ft.  apart.  The  doors  on  the  first  floor  are  11  ft.  wide  X  10  ft.  6  in. 
high,  with  inclined  fixed  gangways,  while  the  doors  of  the  ujiper  story  are  7  ft.  X  7  ft.  The  sub- 
structure, or  pier  proper,  is  built  on  piles,  capped  with  two  pieces,  6in.  X12  in.;  12-in.  X  12-in. 
stringers  over  piles,  and  6-in.  X  12-in.  stringers  between  piles;   track-stringers,  2  pieces,  7  in.  X  12  in.. 


232 


BUILDINGS  AND   STRUCTURES  OF  A  AI ERIC  AN  RAILROADS. 


under  each  rail,  floor,  3-in.  plank;  posts,  lower  story,  12  in.  X  14  in.;  floor-girders,  of  second  floor, 
14  in.  X  16  in.;  knee-braces  and  straining-beams,  8  in.  X  14  in.;  floor-beams,  upper  floor,  12  in.  X 
16  in.,  and  Sin.  X  16  in.,  spaced  24  in.,  spanning  17  ft.  6  in.;  rafters,  8  in.  X  10  in.,  and  5  in.  X  12  in., 
spaced  24  in.,  spanning  17  ft.  6  in. 

Dcnible-story  Terminal  Freight-pier  She  J  on  Pier  B,  at  Weehawkcn,  N.  _/.,  New  York,  Lake  Erie 
6^=  Western  Railroad. — The  terminal  freight-shed  of  the  New  Yoik,  Lake  Erie  &  Western  Railroad 
on  pier  B,  Weehawken,  N.  J.,  described  and  illustrated  in  Mr.  Gratz  Mordecai's  book  on  "  Terminal 
Facilities  of  the  Port  of  New  York,"  is  a  double-story  frame  structure,  sheathed  on  the  outside  with 
weather-boarding,  and  roofed  with  a  gravel  roof.  The  building  is  70  ft.  wide,  and  has  a  single  track 
running  into  it  at  the  centre  of  the  house.  The  clear  height  of  the  lower  story  is  15  ft.,  and  of  the 
upper  story  8  ft. 

Double-story  Terminal  Freight-pier  Shed  at  Weehawken,  N. /.,  New  York,  Lake  Erie  cf  Western 
Railroad. — The  double-story  terminal  freight-shed  of  the  New  York,  Lake  Erie  &  Western  Railroad 
at  its  freight  terminus  at  Weehawken,  N.  J.,  designed  by  Mr.  C.  W.  Buchholz,  Engineer  B.  &  B., 
N.  Y.,  L.  E.  &  W.  R.  R.,  shown  in  Fig.  395,  consists  of  a  frame  structure,   97  ft.  wide  by  about 


pn  in  II  \  tin  rirs^  oil  jiTTijii  uu? 


Fig.  395. — Cross-section. 


750  ft.  long,  built  on  a  pier  in  Hudson  River.  The  outside  of  the  building  is  sheathed  with  white- 
pine  horizontal  siding,  with  ^inc  casings  around  window  and  door  openings.  The  roof  is  covered 
with  a  tarred  felt  gravel  roof.  There  is  one  track  in  the  house  at  the  centre  of  the  pier.  The  feature 
of  this  design  is  the  use  of  iron  beams  and  girders,  to  carry  the  floor  of  the  second  story,  without  a 
break,  across  the  track  on  the  lower  floor.  The  necessary  strength  is  obtained  by  a  heavy  wrought- 
iron  plate-girder,  which  spans  the  track  from  post  to  post.  The  bents  of  the  pier  are  spaced  10  ft. 
centres;  the  bents  of  the  roof  and  the  bents  supporting  the  second  floor  are  spaced  15  ft.  centres. 
Freight  is  transferred  to  and  from  the  upper  floor  hy  means  of  barrel-elevators. 

Single-story  Terminal  City  Freiglit-pier  Shed,  at  Pier  No.  21,  A^orth  River,  Neto  York,  N.  Y.,  Neio 
York,  Lake  Erie  c^  Western  Railroad. — The  terminal  freight-shed  of  the  New  York,  Lake  Erie  & 
Western  Railroad  for  city  freight  on  Pier  No.  21,  North  River,  New  York  City,  described  and  illus- 
trated in  Mr.  Gratz  Mordecai's  book  on  "  Terminal  Facilities  of  the  Port  of  New  York,"  is  a  single- 
story  frame  structure,  100  ft.  wide,  sheathed  with  galvanized  corrugated  iron,  and  covered  with  a 
gravel  roof.  The  building  is  divided  into  two  spans  of  25  ft.  each  and  a  central  clear-story  span 
of  48  ft.     The  trusses  are  wooden  lattice,  of  a  style  much  in  use  on  the  Erie  Railroad. 

Single-story  Terminal  City  Freight-pier  Shed,  on  Pier  No.  27,  North  River,  Neiu  York,  N-  Y.,  Penn- 
sylvania Railroad. — The  terminal  freight-shed  of  the  Pennsylvania  Railroad  on  pier  No.  27,  North 
River,  New  York  City,  for  city  freight,  shown  in  Fig.  396,  built  in  1885,  is  a  single-story  frame 
structure,  sheathed  on  the  outside  with  galvanized  corrugated  iron,  and  roofed  with  tin.  The  roof- 
trusses  are  combination   trusses.      The  building   is   73  ft.  wiik-   by   533  ft.  long,  and  gives  20  ft.  clear 


FREIGHT- HO  USES. 


233 


height  in  the  interior.      The  principal   timbers   used  are  posts,  12  in.  X  12  in.;   plates,  8  in.  X  12  in.; 
principal  rafters,  9  in.  X  10  in.;  purlins,  3  in.  X  8  in.;  rise  of  roof,  \  of  span. 


,  iTTTTinrTinrTT 

Fig.  396. — Cross-section. 


MH    "'I     pj-Tl     STT     pn     IT 
Fig.  397. — Cross  section. 


Single-story  Trn/iiita/  City  Fir  is; /it  ■pier  SkeJ  en  Pier  No.  i,  North  River,  New  York,  N.  Y.,  Penn- 
sylvania Railroad. — The  terminal  freight-shed  of  the  Pennsylvania  Railroad  on  Pier  No.  i,  North 
River,  New  York,  N.  Y.,  built  in  1883  for  city  freight,  shown  in  Fig.  397,  is  a  single-story  frame 
structure,  63  ft.  wide,  sheathed  on  tlie  outside  with  galvanized  corrugated  iron,  and  roofed  with  a 
gravel  roof.  The  clear  height  in  the  interior  is  16  ft.  The  rise  of  the  roof  is  \  of  the  span.  The 
doors  are  swinging-doors,  12  ft.  high,  hinged  at  the  top  and  swinging  inwards.  The  principal  timbers 
used  are,  posts,  10  in.  X  12  in.;  plates,  8  in.  X  12  in.;  bottom  chords  of  roof-trusses,  2  pieces, 
3  in.  X  12  in.;  principal  rafters,  2  pieces,  3  in.  X  12  in.;  web-members,  2  in.  X  10  in. 

Another  similar  frame  freight-shed  of  the  same  railroad  company  at  piers  No.  4  and  No.  5,  North 
River,  New  York,  N.  Y.,  intended  for  delivery  of  city  freight  by  teams  entering  the  shed,  has  a  span 
of  77  ft.,  and  a  clear  height  of  18  ft.  6  in.  in  the  interior.  The  rise  of  the  roof  is  \  of  the  span.  'I'he 
outside  of  the  building  is  sheathed  with  galvanized  corrugated  iron.  The  roof  is  covered  with 
gravel  roofing.  The  principal  timbers  used  are:  posts,  12  in.  X  12  in.;  plates,  6  in.  X  12  in.;  corbels, 
6  in. X  II  in.;  knee-braces,  6  in.  X  8  in.;  bottom  chords  of  roof-trusses,  2  pieces,  3J  in.  X  14  in.;  prin- 
cipal rafters,  2  pieces,  3I  in.  X  12  in.;  web-members,  2  in.  X  13  in.;   purlins,  3  in.  X  7  in. 

Single-storv  Terminal  City  Freight-pier  Shed,  at  foot  of  pyanklin  Street,  North  River,  New  York, 
N.  Y.,  ]Vest  Shore  Railroad. — In  the   issue  of   Engineering  News  of  November  21,  1S91,  a  descrip- 


•ofBulKhtad: 
m.l.t: 


Fig.  398. — Elevaiion  on  West  Street. 


tion  and  plans  are  published  of  the  new  terminal  of  the  West  Shore  Railroad  at  the  foot  of  Franklin 
Street,  on  North   River,  New  York  City.     An   important  element  of  the  terminal  is  the  freight-shed 


234 


BUILDINGS   AND   STRUCTURES   OF  AMERICAN   RAILROADS. 


on  the  pier  adjoining  the  feny-liouse,  which  stiiu  tine  is  designed  for  city  freight  going  from  teams  to 
car-floats,  and  vice  versa.  The  street  elevation  and  the  river  elevation  of  the  ferry  and  freight  house 
are  shown  in  Figs.  398  and  399,  the  cuts  having  been  kindly  furnished  to  the  author  by  the 
Engineering  Neivs. 


Fig.  3gg.— Ei.KVATioN  from  River. 


Standard  Guano  Warehouse,  Savannah,  Florida  &^  Western  Railicay. — The  standard  guano  ware- 
house of  the  Savannah,  Florida  &  Western  Railway,  designed  by  Mr.  W.  B.  W.  Howe,  Jr.,  Chief 
Engineer,  S.,  F.  &  W.   Ry.,  shown  in   Fig.  400,  represents  a  peculiar  design   for  a  special  class  of 

freight,  namely,  guano,  which  is  handled  to  a  large 
extent  on  the  road  mentioned.  The  house  is  32  ft. 
wide  by  any  length  required.  It  is  intended  to  store 
guano  in  bulk,  the  house  being  divided  lengthwise 
into  a  number  of  bins  so  that  different  shippers  can 
keep  their  stock  in  separate  bins.  The  material 
arrives  by  railroad,  and  is  thrown  or  wheeled  out  of 
the  cars  on  to  the  platform  along  the  face  of  the 
building  ne.xt  to  the  track.  From  here  it  is  jiut  into 
the  stock-piles  inside  of  the  house.  On  the  other  side  of  the  house  is  a  wagon  road,  covered  by  a 
projecting  roof,  under  which  wagons  stand  when  being  loaded.  The  process  of  loading  consists  of 
throwing  or  wheeling  the  guano  from  the  storage-pile  in  tlie  house  to  a  small  platform  along  the  rear 
of  the  house  next  to  the  projecting  roof.  From  here  it  is  thrown  by  hand  into  the  wagons  standing 
immediately  below  the  roof  projection. 


Fig.  400. — Cross-section. 


FLATI'OKAIS,  I' LATFORAl-SHEDS,  AND   SHELTERS.  235 


CHAPTER  XVIII. 

PLATFORMS,  PLATFORM-SHEDS.  AND  SHELTERS. 

Platforms  have  to  be  built  along  tracks  at  passenger  and  freight  depots  for  the  accom- 
modation of  passengers,  and  for  facilitating  the  transfer  of  baggage  and  freight  to  and  from 
cars.  There  are  low  and  high  platforms  ;  the  former  are  used  more  particularly  for  passen- 
gers, and  the  latter  for  the  freight  business.  At  passenger  depots  the  platforms  are  always  low, 
while  at  freight  depots  they  are  set  invariably  high.  At  combination  depots  the  platforms  are 
either  low,  high,  or  low  and  high  combined.  At  freight  stations  a  short,  high  platform  with  an 
incline  or  ramp  at  one  end  is  frequently  located  at  some  convenient  point  in  the  freight-yard, 
to  facilitate  the  handling  of  machinery  or  heavy  building  materials  to  or  from  cars  without 
using  cranes  or  travellers. 

The  height  of  passenger  platforms  and  the  distance  of  the  face  of  the  platform  from  the 
track  arc  dependent  on  the  location  of  the  lowest  step  of  the  passenger-cars,  and  the  clearance 
required  near  the  level  of  the  track  for  the  rolling-stock  in  use  on  the  railroad.  The  platform 
shoLdd  be  set  close  enough  to  the  track,  and  at  such  a  height,  however,  as  to  make  it  easy 
and  safe  for  passengers  to  step  on  and  off  trains.  Where  there  is  a  track  between  the  plat- 
form proper  and  the  track  on  which  trains  stop,  the  intervening  track  has  to  be  jilanked  over 
at  about  the  level  of  the  top  of  the  rails.  Where,  however,  the  platform  is  alongside  of  the 
running  track,  it  is  customary  to  place  the  platform  from  2  in.  to  16  in.  above  the  top  of  the 
rail,  and  to  set  the  face  accordingly  from  4  ft.  to  5  ft.  6  in.  from  the  centre  of  the  track.  The 
length  of  a  passenger  platform  is  dependent  on  the  average  length  of  the  regular  trains  stop- 
ping at  the  station.  At  stations  of  minor  importance  with  a  small  passenger  business  the 
platform  is  only  made  the  standard  width  near  the  depot,  while  the  necessary  total  length  of 
platform  is  secured  by  narrow  footwalks  from  4  to  6  ft.  wide,  extending  each  way  along  the 
track  from  the  main  platform.  The  width  of  a  passenger  platform  is  determined  by  the 
volume  of  business  to  be  expected.  It  shoiild  be  wide  enough  to  accommodate  passengers, 
and  leave  room  for  standing  baggage  and  for  the  passage  of  baggage  trucks  without  serious 
interference  to  passengers.  In  this  connection  attention  should  be  called  to  the  fact  that 
ample  and  convenientl}-  arranged  platforms,  especially  where  covered  and  provided  with 
benches,  will  allow  a  smaller  space  to  be  allotted  for  waiting-rooms  inside  the  passenger 
depot.  In  summer,  when  the  travel  is  usual!)-  heaviest,  the  platforms  will  be  occupied  by 
passengers  in  preference  to  the  waiting-rooms.  These  remarks  apply  also  more  particularly 
to  passenger  depots  at  suburban  stations  or  pleasure  resorts,  where  large  crowds  have  to  be 
handled  only  at  fixed  times  of  the  day,  or  during  certain  seasons.  Passenger  platforms 
should    be   made    never   less    than    12   ft.    in    width,  and   preferal)!}'   more.      Where  there  is  a 


236  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS 

possibility  that  a  single-track  road  might  be  double-tracked  in  the  run  of  years,  or  a  double- 
track  road  have  a  third  or  fourth  track  eventually  added,  it  is  a  wise  provision  to  locate  all 
permanent  structures  along  the  road  in  such  a  manner  as  to  admit  of  these  improvements 
being  subsequently  carried  out  without  causing  extensive  changes.  With  this  feature  in  view, 
the  width  of  a  passenger  platform  in  front  of  a  depot  building  should  be  not  less  than  24  ft., 
so  that  in  case  an  additional  track  is  put  through  there  will  still  be  a  reasonably  wide 
platform  left.  In  locating  passenger  depots  along  a  railroad  it  is  desirable  to  place  them 
throughout  on  one  side  of  the  road,  so  far  as  possible,  so  that  an  extra  track  can  be  added  at 
any  time  with  comparative  ease.  This  is  particularly  tlie  case  if  the  passenger  depots  have 
been  placed  back  from  the  main  track,  as  just  outlined,  and  if  freight  depots,  coaling  trestles, 
water-tanks,  yards,  freight  sidings,  and  similar  structures,  that  have  to  be  located  close  to  the 
main  track,  are  placed,  where  feasible,  on  the  opposite  side  of  the  railroad  from  the  passenger 
depots. 

The  height  of  freight  platforms  above  the  rail  is  dependent  on  the  height  of  the  floor  in 
freight-cars  and  the  height  of  the  bottom  of  the  swinging-doors,  now  extensively  used  on 
certain  classes  of  freight-cars.  The  aim  should  be  to  have  the  platform  about  the  same  level 
as  the  car-floor,  without  interfering  with  the  opening  of  the  swinging-doors  mentioned.  Due 
allowance  should  also  be  made  for  the  settlement  of  the  car-body  with  time,  owing  to  the 
wear  of  the  springs  and  wheels,  and  a  possible  permanent  set  of  the  car-sills.  An  old  rule 
for  height  of  freight  platforms  was  to  set  the  top  4  ft.  above  the  top  of  the  rail.  Since  the 
introduction  of  swinging-doors,  however,  it  is  not  safe  to  go  over  3  ft.  10  in.  The  practice 
to-day  is  to  adopt  from  3  ft.  8  in.  to  3  ft.  10  in.,  preferabl)'  the  former  figure. 

Relative  to  the  distance  to  place  the  face  of  a  freight  platform  from  the  centre  of  the 
nearest  track,  it  can  be  said,  that  the  platform  should  be  located  as  close  to  the  track  as 
possible,  consistent  with  safety  to  passing  trains,  so  that  the  open  gap  between  the  platform 
and  the  side  of  the  car  is  reducetl  to  a  minimum.  In  track-pits  in  freight-houses  this  distance 
can  be  reduced  to  5  ft.  3  in.,  although  5  ft.  6  in.  is  desirable.  Freight-platforms  along  a  siding 
are  placed  from  5  ft.  6  in.  to  6  ft.  from  the  centre  of  the  track,  wliile  high  platforms  along  a 
main  track  or  a  fast-running  track  should  be  invariably  placed  at  least  6  ft.  6  in.,  preferably 
7  ft.,  from  the  centre  of  the  track.  High  platforms  should  either  overhang  their  supports  along 
the  face  of  the  platform,  or  else  the  space  at  the  face  of  the  platform  between  the  floor  and 
the  ground  should  be  left  open,  if  possible,  so  that  an}-  person  getting  caught  between  the 
platform  and  a  train  can  lie  down  between  the  track  and  the  supports  of  the  platform,  or 
else  crawl  under  the  platform.  The  length  of  a  freight  platform  is  dependent  on  whether  the 
platform  faces  a  running  track  oif  a  local  side  track.  In  the  first  instance  the  platform  need 
not  be  much  longer  than  the  building,  as  cars  in  the  train  arc  moved  successively,  as  desired, 
opposite  the  house.  Where  a  freight  platform  serves  to  load  or  unload  freight  to  or  from 
cars  left  standing  on  a  side  track  along  the  freight-house,  the  platform  frontage  shoidd  corre- 
spond to  whatever  number  of  cars  it  is  desired  to  reach  without  having  to  do  any  shifting. 
Relative  to  the  width  of  freight  platforms,  they  vary  from  6  ft.  to  12  ft.,  while  8  ft.  or  10  ft. 
is  the  general  rule.  A  very  customary  standard,  however,  is  to  have  the  platform  12  ft.  wide 
at  the  house,  and  to  make  the  extensions  along  the  track  away  from  the  house  8  ft.  wide. 

Combined  high  and  low  platforms  are  frequently  used  at  combination  depots.     The  most 


PLATFORMS,  PLATFORM-SHEDS,  AND   SLIELTERS.  237 

generally  adopted  design  is  to  have  low  platforms  in  front  of  and  in  the  vicinity  of  the 
waiting-rooms,  while  a  high  platform  surrounds  that  end  of  the  depot  in  wiiich  the  freight- 
room  is  located.  The  passage  from  the  low  to  the  high  platform  near  the  centie  of  the  front 
of  the  building  is  made  by  means  of  an  incline,  so  that  baggage  or  freight  on  trucks  can  be 
transferred  convenient!}'  from  one  to  the  other  level.  In  other  combination  depots,  especi- 
ally where  the  package  freight  to  or  from  passing  freight-trains  is  light,  while  the  passenger 
business  is  important,  the  high  platform  in  front  of  the  freight-room  is  made  narrower  than 
the  low  platform,  so  that  there  is  a  narrow,  low  platform  between  the  high  platform  and  the 
track.  This  design  offers  the  advantage  that  passengers  can  pass,  and  baggage  can  be 
wheeled  alongside  the  train  on  the  low  platform  in  front  of  the  freight  platform,  while  the 
small  amount  of  package  freight  to  or  from  passing  freight-trains  is  lifted  or  skidded  across 
the  space  between  the  car  and  the  high  platform. 

The  flooring  material  for  a  platform  is  dependent  on  the  amount  of  trafific,  the  locality, 
and  the  exposure  to  the  elements  that  can  be  expected.  A  good  flooring  should  be  durable, 
reasonably  smooth  for  trucking,  and  not  slippery.  With  the  exception  of  platforms  at 
terminal  and  large  local  stations,  wood  is  universally  adopted  in  this  country  for  the  construc- 
tion of  platforms.  In  most  sections  of  the  country  lumber  is  the  cheapest  material  that  can 
be  effectually  employed  for  platforms,  in  addition  to  which  the  fact  that  the  foundations  of  a 
timber  structure  are  more  easily  and  cheaply  built  and  maintained,  especially  on  new  made 
ground,  warrants  the  wholesale  adoption  of  wooden  platforms.  For  high  freight  platforms 
its  cheapness  over  a  more  substantial  and  permanent  class  of  materials  is  undoubted.  A 
costly  construction  is  also  frequently  not  considered  advisable,  as  subsequent  changes  and  the 
introduction  of  additional  facilities,  especially  on  a  new  line,  might  cause  existing  platforms  to 
be  changed  or  modified.  At  terminal  depots  or  large  local  depots  the  requirements  are 
usually  more  closely  defined,  and  a  more  permanent  construction  is  desirable  and  indicated, 
especially  as  the  necessity  for  making  frequent  repairs  is  more  objectionable.  The  repair 
account  of  a  railroad  for  the  maintenance  of  wooden  platforms  is  quite  heavy,  but,  for  the 
reasons  given  above,  the  use  of  such  platforms,  especially  for  high  freight  platforms,  will  have 
to  be  considered  as  good  practice  in  the  majorit)'  of  cases. 

Wooden  platforms  are  clieap  to  build  in  the  first  instance,  and  repairs  or  alterations  are 
easily  made  by  the  usual  road  force  and  with  the  class  of  materials  kept  in  stock  by  the  road 
department.  Wood  is  more  comfortable  for  passengers  to  stand  on  than  other  flooring 
materials.  It  is  comparatively  smooth  for  trucking  purposes,  and,  unless  grease  and  oils  are 
handled  carelessly,  can  be  kept  fairly  clean.  Wooden  platforms  .should  be  left  open  under- 
neath so  as  to  afford  ventilation  around  the  timbers,  and  decrease  the  tendency  to  dry- 
rot.  Where  wooden  platforms  are  to  be  bedded  on  mud-sills  in  the  ground,  it  will 
prove  advantageous  to  creosote  the  timber,  or  else  to  adopt  a  more  durable  foundation 
material.  The  flooring-planks  are  frequently  laid  with  an  open  space  between  them  to 
allow  for  the  swelling  of  the  timber  when  wet,  and  also  offering  better  drainage.  This  is 
all  right  for  freight  platforms,  where  the  planks  are  heavy,  but  on  passenger-platforms  the 
planks  should  be  laid  close  so  as  to  prevent  small  articles  dropped  by  passengers  from  being 
lost  through  the  crevices.  A  tight  floor  on  passenger  platforms  is  also  desirable,  so  as  to  reduce 
upward  draughts  through  the  floor,  which  is  objectionable  for  passengers.     All  timber  floors 


23&  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

are  laid  with  a  pitch  towards  the  track  to  give  better  drainage,  the  grade  being  usually  I  in. 
in  5  ft.  to  I  in.  in  7  ft.  for  passenger  platforms,  and  about  i  in.  in  4  ft.  for  freight  platforms. 
Freight  platforms  shouki  be  floored  witli  2T}-in.  to  3-in.  oak  planks,  and  passenger  platforms 
with  2-in.  oak  or  yellow-pine  boards,  the  oak  being  preferable,  if  the  platform  is  exposed  to 
the  weather. 

Other  classes  of  flooring  materials,  in  addition  to  timber,  are  stone  paving,  stone  flagging, 
asphalt,  tiles,  and  "  Granolithic"  paving.  Stone  forms  a  very  durable  and  good  floor,  but  it 
requires  a  solid  foundation,  which  cannot  always  be  obtained  without  considerable  expense. 
Paving-stones  cost  considerable  when  dressed  and  laid  so  as  to  make  a  smooth  enough  sur- 
face for  trucks  to  run  on  easily.  Stone  flagging,  in  localities  where  it  can  be  obtained  readily, 
forms  a  first-class  and  comparatively  cheap  floor,  provided  the  flagstones  are  large  and  well 
bedded.  Asphalt  forms  a  very  smooth  floor,  but  it  is  easilj-  worn  by  truck-wheels,  and  in 
summer,  if  exposed  to  the  sun,  becomes  very  hot  and  uncomfortable  for  passengers.  Tiles 
work  loose  easily,  and  hence  a  tile  floor  will  seldom  be  found  perfect.  Granolithic  paving  is 
used  very  extensively  for  passenger  platforms  at  important  stations.  It  consists  of  a  very 
fine  grade  of  granite  concrete  with  Portland-cement  top-dressing,  that  presents  a  very  hard, 
smooth,  and  durable  surface. 

Relative  to  the  cost  of  different  classes  of  flooring  materials,  it  can  be  said,  that,  so  far 
as  first  cost  is  concerned,  a  timber  floor  is  the  cheapest,  and  especially  so  for  a  high  freight 
platform.  Stone  flagging  is  in  some  sections  of  the  country  nearly  as  cheap  as  timber 
flooring,  particularly  if  the  foundation  is  good,  and  does  not  require  expensive  preparation. 
The  cheaper  grades  of  asphalt  flooring  are  about  as  costly  as  .stone  flagging,  while  the  better 
grades  and  heavier-built  floors  of  asphalt  cost  considerably  more.  Paving-stones,  if  dressed 
smoothly  and  laid  properly,  cost  more  than  flagging  and  asphalt.  Granolithic  paving  is 
usually  the  most  costly,  but  it  is  one  of  the  best  known  pavements  for  platforms  at  important 
stations.  While  prices  vary  in  different  localities,  the  comparative  cost  of  different  classes  of 
flooring  materials  per  square  foot,  according  to  the  design  adopted,  can  be  placed  as  follows: 
timber,  10  to  20  cents;  stone  flagging,  15  to  25  cents  ;  asphalt,  15  to  30  cents;  stone  paving, 
25  to  40  cents. 

Platforms  are  generally  covered  to  a  more  or  less  extent  by  shed  roofs.  Immediately 
along  the  side  of  the  depot  building  the  platform  covering  consists  of  the  roof  overhang,  but 
away  from  the  building,  or  where  the  platform  is  wide,  the  roof  is  usually  supported  by  a 
wooden  or  iron-column  shed  construction.  The  usual  construction  is  to  have  two  posts  in 
each  bent,  unless  the  space  to  cover  is  very  wide,  and  in  that  case  a  special  girder  is  thrown 
from  post  to  post  in  preference  to  introducing  more  columns.  The  post  nearest  the  track 
should  never  be  set  closer  than  6  ft.  to  the  side  of  the  car-body.  It  is  customary  in  a  number 
of  designs  to  arrange  the  platform  roof  with  a  very  large  overhang  over  the  rear  of  the  plat- 
form, so  as  to  protect  passengers  while  passing  to  or  from  vehicles  in  stormy  weather.  One- 
legged  sheds,  that  is,  platform  roofs  supported  on  one  post  at  each  bent,  as  shown,  for 
instance,  in  Fig.  413,  can  be  used  to  good  advantage  in  a  great  many  cases,  producing  in 
addition  a  unique  and  pleasing  effect.  Platform-sheds  arc  built  of  iron  or  wood,  or  a  com- 
bination of  both.  The  roofing  is  usually  tin,  shingles,  or  tarred  felt.  The  design  of  the 
platform-sheds  connected   with   a   depot   offers   one  of   the    best    opportunities  to   produce  a 


PLATFORMS,  PLATFORM-SHEDS,  AND    SHELTERS  239 

picturesque  and  handsome  appearance  of  an  otherwise  square  and  bleak-looking  building,  and 
it  merits,  therefore,  careful  consideration,  and  relatively  as  much  study  as  any  other  detail  of 
the  ilepot  structures. 

While  on  this  subject  it  can  be  said  tliat  overhead  passenger  foot-bridges  connecting 
opposite  sides  of  a  railroad  can  be  designed  with  very  little  extra  trouble  and  expense,  so  as 
to  produce  a  most  pleasing  and  harmonious  effect  with  the  rest  of  the  depot  structures,  and 
add  materially  to  the  attractiveness  of  the  station. 

In  connection  with  platform-sheds  the  subject  of  shelters  should  be  considered,  as  these 
structures  are  simply  short  covered  sections  of  a  platform,  so  as  to  protect  passengers  from 
the  weather  while  waiting  for  trains.  Shelters  are  also  used  on  double-track  railroads  with  a 
heavy  passenger  travel  to  afford  shelter  for  passengers  waiting  for  trains  or  alighting  from 
trains  on  the  opposite  side  of  the  main  tracks  from  the  passenger  depot,  so  as  to  avoid  the 
dangerous  features  of  passengers  having  to  cross  one  main  track  in  going  to  or  leaving  a  train 
on  the  other  main  track.  A  fence  is  frequently  built  at  such  stations  between  the  main 
tracks,  and  passengers  cross  to  the  shelter  from  the  main  depot  platform  on  an  overhead 
bridge,  or  through  a  tunnel  or  subway,  or  through  gates  in  the  fence  opened  by  the  station 
guards  at  the  proper  time.  These  precautionary  measures  for  avoiding  accidents  in  handling 
large  crowds  at  suburban,  city,  or  excursion  stations  on  double-track  railroads  are  absolutely 
necessary. 

Shelters  are  also  used  at  small  flag-stations,  where  the  business  does  not  warrant  a  depot 
or  an  agent.  The  shelter  affords  protection  to  passengers  from  the  weather  or  the  heat  of 
the  sun  while  waiting  for  trains. 

After  above  general  remarks,  the  following  descriptions  of  platforms,  platform-sheds,  and 
shelters,  in  actual  use  on  railroads  in  this  country,  will  serve  to  illustrate  the  subject  further. 

Platforms  for  passengers  and  for  freight,  of  the  dimensions  and  designs  as  described  below,  are 
in  use  on  the  following  railroads: 

Lmo  Platform,  Pottsvillc  Branch,  Lehigh  Valley  Railroad. — At  the  flag-stations  of  the  Pottsville 
branch  of  the  Lehigh  Valley  Railroad  the  platforms  are  8  ft.  wide  in  front  of  the  building,  and  set 

11  in.  above  the  top  of  rail  and  4  ft.  6  in.  from  the  centre  of  the  track. 

Lo7ci  Platform,  Northern  Pacific  Railroad. — The  low  platform  in  front  of  combination  depots 
and  of  flag-depot  with  dwelling,  of  tlie  Nortliern  Pacific  Railroad,  is  12  ft.  wide,  and  is  set  16  in.  above 
the  top  of  rail  and  6  ft.  from  the  centre  of  the  track.  The  rise  in  the  width  of  the  ])latform  is  2I  in. 
There  are  two  steps  leading  from  the  platform  down  to  the  level  of  the  track. 

Lo7c<  Platform  at  Flag-depot  with  Dwelling,  Pennsylvania  Railroad. — The  low  ])latform  in  front 
of  the  two-story  frame  flag-depot,  with  dwelling  attached,  of  the  Pennsylvania  Railroad,  is  12  ft.  wide, 
extended  8  ft.  wide  each  way  from  the  l)uilding,  and  is  set  8  in.  aliove  the  toj)  of  rail  and  4  ft.  6  in. 
from  the  centre  of  the  track. 

Low  Platform  at  Flag-depot,  Philadelphia  &^  Reading  Railroad. — The  low  platform  in  front  of 
the  flag-depot  at  Tabor,  Pa.,  on  the  North  Pennsylvania  branch  of  the  Philadelphia  &  Reading. 
Railroad,  is  10  ft.  wide,  and  set  9  in.  above  the  top  of  rail  and  5  ft.  6  in.  from  the  centre  of  the  track. 

Loii.<  Platform,  Minnesota  ^^  Northwestern  Railroad. — The  low  platform  used  at  local  passenger 
depots  and  combination  depots  on   the  Minnesota  &  Northwestern    Railroad  is  14  ft.  wide,  and  set 

12  in.  above  the  top  of  rail  and  5  ft.  from  the  centre  of  the  track,  with  a  rise  of  2  in.  in  the  width 
of  the  jjlatform. 

Lo7i'  Platform  at  Ci'inhiiialion    Depots,  ]Val>ash,  St.  Louis  is'  Pacific  Railway. — Tlie  low  platform 


240  BUILDINGS   AND    STRUCTURES   OF   AMERICAN  RAILROADS. 

in  front  of  combination  depots  of  the  Wabash,  St.  Louis  &  Pacific  Railway  is  set  4  in.  above  the 
toj)  of  rail,  and  4  ft.  from  the  centre  of  the  track,  with  a  rise  of  \  in.  per  foot. 

Low  Platform  at  Combination  Depots,  Union  Pacific  Liailway. — The  low  platform  at  combination 
depots,  with  living-rooms  attached,  of  the  Union  Pacific  Railway,  adopted  in  1886,  is  set  14  in.  above 
the  top  of  rail  and  5  ft.  3  in.  from  the  centre  of  the  track,  with  a  rise  of  -/j  in.  per  ft. 

Lo'iO  Platform  at  Combination  Depots,  Burlington,  Cedar  Liapids  &"  Northern  Railway. — The  low 
platform  in  front  of  the  combination  depots  of  the  Burlington,  Cedar  Rapids  &  Northern  Railway 
is  12  ft.  wide,  and  is  set  16  in.  above  the  top  of  rail  and  5  ft.  6  in.  from  the  centre  of  the  track,  with 
a  rise  of  2  in.  in  12  ft. 

Low  Platform  at  Local  Passenger  Depots  and  Combination  Depots,  Pennsylvania  Lines  JFest  of 
Pittsburg,  Southwest  System. — The  low  platform  in  use  on  the  Pennsylvania  lines  west  of  Pittsburg, 
Southwest  System,  is  16  ft.  wide  in  front  of  the  depot  building,  reaching  within  4  ft.  6  in.  of  the 
centre  of  the  track,  and  set  8  in.  above  the  top  of  the  rail. 

High  Platform  at  Local  Freight-house,  Northern  Pacific  Railroad. — The  high  platform  in  front  of 
the  local  freight-depots  of  the  Northern  Pacific  Railroad  is  10  ft.  wide,  and  set  3  ft.  8  in.  above  the 
top  of  the  rail  and  5  ft.  io|  in.  from  the  centre  of  the  track,  wdth  a  2i-in.  rise  in  10  ft. 

High  Platform  at  Local  Freight-house,  Minnesota  •^  Nort/mvstern  Railroad. — The  high  platform 
in  front  of  local  freight-houses  of  the  Minnesota  &  Northwestern  Railroad  is  6  ft.  wide,  and  set  4  ft. 
above  the  top  of  rail  and  6  ft.  from  the  centre  of  the  track. 

High  Platform  at  Freight-house  at  Gainesville,  Fla.,  Savannah,  Florida  &'  Western  Railway. — The 
high  platform  of  the  freight-house  at  Gainesville,  Fla.,  on  the  Savannah,  Florida  &  Western  Railway, 
is  8  ft.  wide,  and  is  set  3  ft.  10  in.  above  the  top  of  rail. 

High  Platform  Terminal  Freight-house,  at  Jersey  City,  N.  J.,  Lehigh  Valley  Railroad. — The  high 
platform  in  terminal  freight-houses  on  piers  at  Jersey  City,  N.  J.,  of  the  Lehigh  Valley  Railroad,  are 
set  3  ft.  8  in.  above  the  top  of  rail,  and  5  ft.  6  in.  from  the  centre  of  the  track. 

High  Platform  Terminal  Freight-house  at  Weehawken,  N.  J.,  New  York,  Lake  Erie  &'  Western 
Railroad. — The  high  platform  in  the  terminal  freight-house  on  pier  B,  at  Weehawken,  N.  J.,  of 
the  New  York,  Lake  Erie  &  Western  Railroad,  is  set  3  ft.  8  in.  above  the  top  of  rail  and  6  ft.  from 
the  centre  of  the  track. 

High  Platform  at  Combination  Depot,  at  Hill  lard,  Ga.,  Savannah,  Florida  iS?^  Western  Railway. — 
The  high  platform  in  front  of  the  freight  depot  of  the  Savannah,  Florida  &  Western  Railway,  at 
Hilliard,  Ga.,  is  10  ft.  wide,  and  set  4  ft.  above  the  top  of  rail,  and  6  ft.  6  in.  from  the  centre  of  the 
track. 

High  Platform  at  Local  Freight  Depots,  Pennsylvania  Railroad. — The  higli  platform  in  front  of 
small  local  freight  depots  of  the  Pennsylvania  Railroad,  facing  the  track,  is  8  ft.  wide,  and  is  set  3  ft. 
10  in.  above  the  top  of  rail  and  5  ft.  6  in.  from  the  centre  of  the  track,  the  rise  in  the  width  of  the 
platform  being  2  in. 

High  Platform  at  Combination  Depots,  Cincinnati  Southern  Railiaay.—  The  platform  in  front  of 
combination  depots  of  the  Cincinnati  Southern  Railway  is  generally  12  ft.  wide,  and  is  set  3  ft.  8  in. 
above  the  top  of  rail  and  6  ft.  from  the  centre  of  the  track. 

Combined  High  and  Lo7C'  Platform  at  Combination  Depots,  Kansas  City  b"  Emporia  Railroad. — The 
combination  depot  of  the  Kansas  City  &  Emporia  Railroad  has  a  high  and  low  platform.  The  low 
platform  is  set  12  in.  above  the  top  of  rail  and  5  ft.  1}  in.  from  the  centre  of  the  track.  The  high 
platform  is  set  3  ft.  S  in.  above  the  top  of  rail,  and  5  ft.  i\  in.  from  the  centre  of  the  track. 

Standard  Platforms,  New  York,  Pennsylvania  &•  Ohio  Railroad. — The  standard  passenger  or 
low  platform  adopted  by  the  New  York,  Pennsylvania  &  Ohio  Railroad,  plans  for  whicli  were 
described  and  illustrated  in  the  issue  of  the  Railroad  Gazette  of  July  17,  1885,  consists  of  a  timber 
platform  on  stone  or  brick  piers,  the  piers  being  generally  spaced  12  ft.  apart  lengthw'ise  of  the  plat- 
form. The  platform  starts  24  in.  from  the  rail,  or  4  ft.  6  in.  from  the  centre  of  the  track.  The  face 
is  set  10  in.  above  the  top  of  rail,  and  from  there  the  platform  rises,  away  from  the  track,  at  the  rate 
of  I  in.  in  9  ft.  The  floor  consists  of  2-in.  plank  laid  crosswise  of  the  platform,  and  supported  by 
3-in.  X  8-in.  fioor-joists,  spaced  16  in.  centres,  spanning  12  ft.  generally.     The  joists  are  supported  by 


PLATFORMS,  PLATFORM-SHEDS,  ANT)   SHELTERS. 


241 


caps,  6  in.  X  10  in.,  resting  on  piers  spaced  about  S  ft.  centres.     The  standard  low  platform   in  front 
of  a  passenger  depot  is  shown  to  be  18  ft.  wide. 

The  standard  freight  and  passenger  platform  combined, — in  other  words,  a  low  and  high  platform 
combined, — described  and  illustrated  in  the  same  issue  of  the  Railroad  Gazette  mentioned  above, 
has  a  high  platform  6  ft.  wide  and  4  ft.  3  in.  above  the  top  of  the  rail  in  front  of  the  house,  while  a 
low  platform  is  inserted  between  the  high  platform  and  the  track.  The  low  platform  is  6  ft.  wide, 
the  face  of  it  starts  4  ft.  6  in.  from  the  centre  of  the  track,  and  it  is  10  in.  above  the  top  o£  rail. 
The  low  platform  is  formed  of  2-in.  plank,  on  3-in.  X  8-in.  joists,  resting  on  6-in.  X  lo-in.  caps.  The 
high  platform  is  formed  of  2-in.  plank,  on  3-in.  X  12-in.  joists,  spaced  i6-in.  centres,  supported  on 
6-in.  X  lo-in.  caps. 

Passenger  Platform,  Northern  Pacific  Railroad. —  The  platform  design  for  passenger  platforms, 
adopted  by  the  Northern  Pacific  Railroad  in  1884,  shows  a  12-ft.  platform  16  in.  above  the  top  of 
rail,  with  two  steps  leading  down  in  front  of  it,  to  the  level  of  the  track.  The  face  of  the  ])latform 
is  set  3  ft.  6  in.  from  the  gauge  face  of  the  nearest  rail,  or  5  ft.  loi  in.  from  the  centre  of  the  track. 
The  platform  rises  at  the  rate  of  zh  in.  in  the  width  of  12  ft.  The  floor  consists  of  2-in.  rough  plank, 
laid  crosswise  of  the  platform,  on  3-in.  X  lo-in.  joists,  spaced  24-in.  centres,  and  spanning  8  ft.  The 
support  of  the  joists  are  bents,  spaced  every  8  ft.  lengthwise  of  the  platform,  consisting  of  8-in.  X  8-in. 
caps,  each  cap  supported  by  three  8-in.  X  8-in.  cedar  posts,  set  in  the  ground  on  cedar  blocking. 

Standard  Platforms,  West  Shore  Railroad. — In  Fig.  401  are  shown  the  standard  high  and  low 
platforms  adopted  for  the  West  Shore  Railroad  in  1888  by  Mr.  Walter  Katte,  Chief  Engineer,  de- 
signed by  Mr.  J.  D.  Fouquet,  Engineer  and 
Architect,  N.  Y.  C.  &  H.  R.  R.  R.  and  West 
Shore  R.  R.  Two  causes  led  to  the  revision  of 
the  standards  previously  in  use,  namely,  refrig- 
erator-cars had  been  introduced  with  swing- 
ing-doors, and  allowance  had  to  be  made  for 
the  settlement  of  the  car-body  with  time,  owing 
to  the  wear  and  deflection  of  the  springs,  so 
that  the  doors,  when  opened,  would  clear  high 
platforms.  On  the  other  hand,  a  snow-plough 
was  introduced  on  the  road,  10  ft.  i  in.  wide,  at 
a  point  4f  in.  above  the  toj)  of  the  rail.  The 
standard  low  or  passenger  platform  starts  5  ft.  '^'°-  40i.— Cross-section. 

3  in.  from  the  centre  of  the  track,  and  is,  at  this  point,  i^  in.  above  the  top  of  rail.  The  pitch  of 
the  platform  is  ascending  away  from  the  track  at  the  rate  of  i  in.  in  3  ft.  The  standard  high  or 
freight  platform  starts  5  ft.  6  in.  from  the  centre  of  the  track,  and  is,  at  this  point,  3  ft.  loA  in.  above 
the  top  of  rail.     The  platform  ascends  away  from  the  track  at  the  rate  of  i  in.  in  4  ft. 

Platform-shed  and  Shelter  for  Passenger  Stations,  Pennsylvania  Liailroad. — The  passenger  plat- 
form-shed, adopted   by   the  Pennsylvania   Railroad  very   generally,  shown  in   Fig.   402,  consists  of 

trestle-bents,  spaced  about  18  ft.  apart,  supj)orting  an 
unsymmetrical,  double-pitched  roof.  Each  bent  has  two 
ornamental  posts,  spaced  8  ft.  apart,  and  the  roof  projects 
on  the  track  side  6  ft.  9  in.  beyond  the  nearest  post.  The 
eaves  of  the  roof  are  9  ft.  above  the  platform,  and  the  ridge 
is  14  ft.  aljove  the  platform.  The  principal  timbers  used 
are  5-in.  X  5-in.  ornamental  posts;  5-in.  X  s-in  caps;  5-in.  X 
9-in.  purlins;  2-in.  X  C-in.  rafters,  spaced  2  ft.  centres;  i-in. 
roof-boards  covered  with  tin. 

This  design  of  roof  is  also  used  very  extensively  by  the 

Pennsylvania  Railroad  for  shelters,  in  w-hich  case  three  sides 

of  the  space  occupied  by  the  roof  are  enclosed  with  studding 

The  front  towards  the  track  is  left  open.    According  to  the  local 


Fig.  402. — Cross-section. 

sheathed  on  the  outside  with  boards. 


242 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


requirements,  tliese  slielters  in  some  cases  have  windows,  and  are  also  frequently  ceiled  on  the  inside 
with  tongued  and  grooved  boards,  and  finished  and  painted  very  neatly. 

Platfon/i-shcd,  I'liiladelphia  &"  Readiii;:;  Railroad. — The    passenger  platform-shed  of  the  Phila- 
delphia &  Reading  Railroad,  shown  in  Figs.   403  and  404,   consists  of  bents   spaced  10  ft.   apart 


_^.wmT^.>. 


Fig.  403. — End  Elevation. 


Fig.  404. — Front  Elevation. 


lengthwise  of  the  platform,  each  bent  having  two  posts,  spaced  8  ft.  centres,  as  shown.  The  shed  is 
roofed  with  tin.  The  finials,  ridge-cresting,  and  board  knee-braces,  together  with  the  ornamental 
finish  of  the  posts,  causes  the  structure  to  present  a  very  striking  and  handsome  appearance. 

Platfonn-shed  for  Passenger  Depot,  AUentowii,   Pa.,   Lehigh  Valley  Railroad. — In   Figs.  405'  and 


Sfesi 


Fig.  405. — Cross-section. 


Fig.  406. — End  Elevation. 


406  is  shown  a  style  of  passenger  platform-shed,  designed  l)y  the  author  for  a  passenger  depot  of 
the  Lehigh  Valley  Railroad  at  Allentown,  Pa.  The  platform  is  20  ft.  wide,  the  posts  are  spaced  9  ft. 
6  in.  centres,  the  nearest  post  to  the  track  being  spaced  6  ft.  6  in.  from  the  face  of  the  platform. 

Platform-sheds  at  Atlantic  City,  N.  J.,  Philadelphia  or  Reading  Railroad. — In  Fig.  407  is  shown 
a  section  of  the  platform-sheds  in  use  at  the  terminal  depot  of  the  Philadelphia  &  Reading  Railroad 
at  Atlantic  City,  N.  J.     The  symmetrical  roof  is  used  for  platforms  between  tracks,  while  the  unsym- 


FiG.  407. — Cross  SECTION. 

metrical  roof  is  used  where  there  is  a  track  on  one  side  of  the  platform  and  a  road  on  the  other  side. 
The  illustration  is  copied  from  the  Raihvay  Review  of  May  10,  1890,  in  which  issue  the  depot  is  fully 
illustrated  and  described. 

Platform-shed  at  Passenger  Dtpol,  Rve,  N.  V..  Neic  York,  New  Haven  S^  Hartford  Railroad. — 
The  covered  platform-shed  of  the  New  York,  New  Haven  eSj  Hartford  Railroad  at  Rye,  N.  Y.,  shown 
in  Figs.  408  to  412,  published  by  permission  of  The  Engineering  Record,  illustrated  and  described  in 
the  issue  of  The  Engineering  Record  o{  November  23,  iSSg,  is  a  two-legged  platform-shed,  with  bents 
spaced  20  ft.  centres.      The  jiosts  in   each  bent  are  siiaced  10  ft.  centres.     The  roof  projection  in  the 


PLATFORMS,  PLATFORM-SHEDS,  AND   SHELTERS. 


243 


rear  of  the  building  is  10  ft.  be)'ond  the  post,  so  as  to  allow  carriages  to  stand  alongside  the  [jlatform 
under  cover.  The  foundations  of  the  posts  are  stone  blocks,  2  ft.  square  at  the  base,  18  in.  square  at 
the  top,  and  3  ft.  deep,  bedded  on  a  suitable  foundation.     The  principal  timbers  used  are,  posts,  6:^ 


CKOSS    SccTior^ 


Platform  _  AND  Cover  Shed 

Passenger    Station  at  Rye^N.Y. 

N.Y.N. H.XH.R.R. 


»-   ''-".'  H 


s 

/ 

X 

/ 

^ 

fct/A/lMr/OA/  SrOM£ 

Figs.  40S  to  412. — Cross-sectton,  Longitudinal  Section,  and  General  Plan  of  Sued,  and  Plan  and 

Cross-section  of  Column  Pedestal. 
(By  permission  of  The  Engineerini;  Record.^ 

in.  X  6i  in.;  plates,  6]-  in.  X  8  in.;  principal  rafters,  6^  in.  X  8  in.;  purlins,  s|  in.  X  2%  in.;  roof- 
boards,  t  in.  The  length  of  covered  platform  on  each  side  of  the  tracks  is  250  ft.;  the  total  length 
of  platform  is  500  ft.  on  each  side  of  the  tracks. 

Platform-sheds,  Union  Depot,  Kansas  City,  Mo. — In  Fig.  413  is  shown  a  section  across  the 
tracks  at  the  Union  Passenger  Depot  at  Kansas  City,  Mo.,  copied  from  the  issue  of  the  Railroad 
Gazette  of  June  21,  1878.  The  peculiarity  of  this  design  consists  of  the  use  of  one-legged  iron  plat- 
form-sheds over  the  platforms  between  the  various  groups  of  tracks  and  running  parallel  with  the 
main  depot  building,  thus  avoiding  the  construction  of  a  large  and  costly  train-shed.     The  platform- 


Fig.  413. — Ckoss-section. 


sheds  between  the  different  tracks  are  connected  at  several  points,  across  the  tracks,  by  large  spe- 
cially designed  roofs,  which  span  the  tracks  from  platform  to  platform.  In  this  way,  passengers  can 
go  to  or  from  trains  practically  under  cover  by  using  the  covered  cross-passages  to  or  from  the  plat- 
form-sheds proper. 


244-  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

Shelter  for  Horses  and  Carriages  at  Germantoivn  Junction,   Pa.,    Pennsylvania  Railroad. — The 


Fig.  414. — Front  Ele\'ation. 


mm 


-sE^ 


Fig.  415. — E.N'D  Elevation. 


Fig.  416.— Cross-section. 


T 1 


design  for  a  shelter  for  horses  and  carriages  at  Germantown  Junction,  Pa.,  on  the  Pennsylvania  Rail- 
road, designed  by  Mr.  Wm.  H.  Brown,  Chief  Engineer,  P.    R.   R.,  shown  in   Figs.   414  to  417,  is  a 

frame  structure  with  unsymmetrical,  double-pitched  roof,  supported 
by  bents,  spaced  10  ft.  centres,  each  bent  having  two  posts,  spaced 
10  ft.  centres.  I'he  shelter  is  enclosed  on  three  sides,  being  10  ft. 
deep  and  40  ft.  long.  The  principal  timbers  used  are,  6-in.  X  6-in. 
ornamental  posts;  6-in.  X  6-in.  caps;  2.1-in.  ornamental  board  knee- 
braces;  6-in.  X  8-in.  purlins;  3-in.  X  8-in.  ]nirlin  on  the  projection; 
2-in.  X  6-in.  rafters,  spaced  24  in.  centres;   i-in.  roof-boards,  covered  with  a  tin  roof. 

This  style  of  roof  and  structure  can  be  used,  with  slight  modifications,  for  shelters  for  passengers 
and  also  for  [ilatform-sheds. 

Shelter,  Norfolk  is'  Western  Railroad. — The  standard  shelter  of  the  Norfolk  &  Western  Railroad, 
shown  in  Figs.  418  to  420,  is  25  ft.  long  by  10  ft.  wide,  enclosed  on  three  sides  and  open  towards 
the  track.     A  bench  runs  around  the  interior.     There  are  two  windows  in  each  gable-end  of  the  house. 


Fig.  417. —Ground  Plan. 


Fig.  418. — Front  Elevation. 


Fig.  419. — End  Elevation. 


The  outside  of  the  building  is  sheathed  with  weather-boarding,  and  roofed  with  shingles.     The  prin- 

P^_^^_^^___     cipal  materials  used  are,  6-in.  X  6-in.  posts;  2-in.  X  4-in.  studs;  2-in.  X  4-in. 

f  (  ^  I     purlins;  2-in.  X  4-in.  gable  frame;    2-in.  X  6-in.  struts;   2-in.  X  7-in.  rafters; 

I  j     2-in.  flooring;   i-in.  siding  and  roof-boards;   i-in.  seats;  2-in.  X  2-in.  seat-legs; 

*^  y     2-in.  X  7-in.  ridge-pole;  2-in.  X  8-in.  floor-beams;  4-in.  X  6-in.  sills;  \-m.  X 

Fig.  420.— Ground-plan.  (^.\y^    casings;    ij-in.   wash-boards;     2-in.  X  12-in.    cresting;    2-in.    curved 
brackets.     The  cost  of  tne  house  erected  complete  is  stated  to  be  about  $300. 

Shelter,  Philadelphia,  Wilmington  6^  Baltimore  Railroad. — The  design  of  an  ornamental  frame 
shelter  with  tin  roof  of  the  Philadelphia,  Wilmington  &  Baltimore  Railroad  is  illustrated  in  the  issue 
of  the  Railroad  Gazette  of  Feb.  20,  1875. 


PLATFORMS,  PLATFORM-SHEDS,  AND   SHELTERS. 


245 


Shelter  and  Overhead  Foot-bridge  at  Bedford  Park,  N.  Y.,  New  York  Central  &-'  Hudson  River 
Railroad.— 'V\\e  shelter  and  overhead  foot-bridge  of  the  New  York  Central  &  Hudson  River  Railroad 
at  Bedford  Park,  N.  Y.,  illustrated  in  Fig.  421,  taken  from  the  issue  of  the  Railroad  and  Engineering 


W^S^^^^^^^^^^^^^S^^^^^ 


Fig.  421.  — Perspective. 

Journal,  Vol.  LXVL,  No.  2,  the  original  plate  having  been  kindly  furnished  to  the  author  by  tlie 
editor  of  the  Railroad  and  Engineering  Journal.  The  description  in  the  ])ublication  mentioned  is  as 
follows: 

Bedford  Park  is  one  of  the  prettiest  of  the  recent  suburban  settlements  around  New  York  ;  it  is  on  the 
west  side  of  the  Harlem  Railroad,  just  above  the  old  village  of  Fordham,  while  on  the  east  side  of  the  road 
is  the  new  Bron.x  fiivcr  Park,  owned  by  the  City  of  New  York.  The  station  is  on  the  west  side  of  the  rail- 
road, which  has  at  tiiat  point  four  tracks,  the  two  outer  ones  being  used  by  the  local  trains,  which  stop  at  the 
station,  and  the  two  inner  ones  by  express  trains.  The  north-bound  platform  being  on  the  east  side  of  the 
tracks,  a  bridge  was  necessary  to  enable  passengers  to  cross  in  safety,  and  one  has  been  built  which  harmo- 
nizes well  with  the  station  and  its  surroundings. 

The  bridge  is  a  single  span  of  60  ft.  ;  the  two  plate-girders  are  supported  on  two  columns  at  each  end. 
The  girders,  which  are  spaced  8  ft.  6  in.  apart  between  centres,  form  the  railings,  and  the  floor  is  carried  on 
the  lower  flanges.  The  stairways  on  either  side  are  supported  by  cast-iron  columns.  Tiie  bridge  itself  and 
the  stairways  are  covered  by  a  roof  of  ornamental  design,  carried  on  light  iron  columns. 

This  station,  it  will  be  noticed,  is  fenced  in,  and  fences  are  placed  to  prevent  persons  from  crossing  the 
tracks  on  a  level.     This  is  the  general  practice  followed  on  the  Harlem  line  at  the  suburban  stations. 


246  BUILDINGS  AND   STRUCl'URES   OF  AMERICAN  RAILROADS. 


CHAPTER    XIX. 

COMBINATION   DEPOTS. 

Combination  Depots  are  used  on  railroads  at  local  stations  of  minor  importance,  where 
the  amount  of  freight  or  the  volume  of  the  passenger  business  does  not  warrant  the  construction 
of  a  separate  freight-house  or  a  separate  passenger  depot.  In  other  words,  a  combination  depot 
is  a  combination  of  the  freight  and  passenger  business  under  one  roof.  For  the  freight  business 
a  freight-room  is  required,  with  platform  space  along  a  wagon-road  for  transferring  freight  to 
and  from  wagons;  and  also  the  necessary  platforms  and  facilities  for  handling  freight  to  and  from 
cars  in  freight  trains  or  cars  standing  at  the  depot.  A  separate  freight-of^ce  is  not  needed,  be- 
cause at  stations  where  combination  depots  are  used  the  entire  business  at  the  station  is  gen- 
erally in  charge  of  one  man,  with  one  or  more  assistants  at  important  points,  and  the  necessary 
clerical  work,  therefore,  is  done  in  one  office,  which  serves  as  freight-office,  ticket-office,  and  tel- 
egraph-office. This  office  should  always  have  a  projection  on  the  track  side,  in  the  nature  of  a 
bay-window,  so  that  the  track  is  visible  in  both  directions  from  inside  the  office.  The  passenger 
business  is  served  by  the  introduction  of  waiting-rooms,  cither  one  general  waiting-room  or 
separate  waiting-rooms  for  ladies  and  gentlemen.  Where  the  passenger  business  warrants  it, 
toilet-rooms  are  added.  Separate  baggage-rooms  are  also  provided,  where  the  passenger 
business  is  heavy,  or  a  small  space  in  one  corner  of  the  freight-room  is  picketed  or  partitioned 
off,  so  that  baggage  left  at  the  station  can  be  locked  up,  as  the  freight-doors  of  the  freight- 
room  are  usually  left  open  during  tlic  day-time.  In  a  few  individual  cases,  although  very 
seldom,  a  separate  room  for  express  and  a  mail-room  are  added.  A  very  frequent  addition  to 
a  combination  depot,  however,  is  the  provision  for  bedrooms  and  living-rooms  for  the  agent 
and  other  help  around  the  depot,  or  for  the  agent's  family.  This  is  very  customary  in  the 
Western  and  Southern  sections  of  the  country,  where  it  is  not  always  feasible  to  get  dwelling 
quarters  in  the  neighborhood.  Where  local  conditions  require  it,  offices  are  sometimes  added 
to  such  a  depot  for  the  use  of  a  train-master,  or  a  despatcher,  or  some  other  official  of  the 
railroad,  whose  office  is  located  at  the  station  in  question.  It  will  thus  be  seen  that  a  large 
number  of  variations  exist  in  combination-depot  designs,  according  to  the  necessity  of  provid- 
ing for  and  the  relative  importance  given  to  the  freight  service,  passenger  business,  baggage, 
express,  telegraph,  etc.,  and  whether  and  how  much  room  for  dwelling  purposes  has  to  be 
reserved.  There  are  combination  depots,  which  are  simply  dweUings  with  a  freight-room 
attached,  and  the  clerical  work  is  done  in  the  living-room  of  the  dwelling-house,  while  the 
platforms,  the  freight-room,  and  the  agent's  living-room  are  used  indiscriminately  for  waiting 
and  lounging  rooms.     On  the  other  hand,  there  are  combination  depots  where  the  provisions 


COMBINATION  DEPOTS.  247 

for  dwelling  purposes  consist  simply  of  a  small  buiik-rooiii,  for  the  use  of  a  watcluuau  or 
night-operator. 

The  requirements  to  be  observed  in  dividing  up  the  interior  space  of  a  combination  depot 
are  not  many.  Those  for  the  freight  business  have  been  partly  discussed  in  connection  with 
local  freight-houses,  and  those  for  the  passenger  business  are  similar  to  the  questions  discussed 
below  in  connection  with  local  passenger  depots.  The  location  of  the  office  should  be  facing 
the  main  track  of  the  railroad.  The  ticket-window  opening  from  the  office  to  a  general  wait- 
ing-room should  be  so  located  in  the  office  as  to  allow  the  necessary  ticket-shelves,  cases,  etc., 
to  be  put  along  the  wall  without  interfering  with  the  operator's  table  or  other  work  to  be  done 
in  the  office.  Where  there  are  separate  waiting-rooms  for  gentlemen  and  ladies,  tickets  are 
either  sold  from  a  window  leading  on  to  a  passage-way  or  lobby  between  the  two  waiting- 
rooms,  or  there  are  separate  windows  provided  for  each  waiting-room.  In  the  latter  case,  if 
possible,  the  windows  should  be  located  in  such  a  way  that  the  ticket-case  is  convenient  ta 
both  windows,  and  that  the  ticket-seller  does  not  have  to  move  much  in  order  to  sell  tickets 
from  one  or  the  other  window.  Where  the  freight  business  is  large,  and  especially  in 
northern  climates,  it  is  well  to  have  a  door  between  the  office  and  the  freight-room  for  the 
convenience  of  the  agent  in  passing  back  and  forth.  At  small  stations,  however,  where  the 
business  is  not  very  heavy,  such  a  door  only  cuts  up  wall-space  unnecessarily.  Where  feasible, 
it  is  desirable  not  to  have  the  entrance  to  the  office  through  the  waiting-room,  as  trainmen, 
freight-handlers,  and  railroaders,  desiring  to  speak  to  the  agent  or  the  office  help,  will  have  to 
pass  through  the  waiting-room.  Passengers  will  also  be  more  liable  to  enter  the  office,  crowd- 
ing it  and  interfering  with  the  work  of  the  agent  or  his  help.  In  small  depots,  however,  such 
as  mainly  under  discussion,  these  finer  features  of  a  depot  design  cannot  be  so  readily  ob- 
served, and  are  also  less  important. 

One  of  the  most  important  questions  in  connection  with  a  combination  depot  is  its  loca- 
tion in  relation  to  the  tracks  on  one  or  both  sides  of  the  building,  and  also  the  extent,  length, 
width,  and  height  of  the  platforms.  It  has  been  previously  stated  in  the  chapter  on  Freight- 
houses  that,  where  feasible,  it  is  desirable  to  have  the  main  track  pass  along  the  front  of  the 
building,  and  to  put  a  side  track  for  cars  left  at  the  station  on  the  rear  of  the  building.  In 
combination  depots,  however,  especially  where  more  importance  is  attached  to  the  passenger 
business,  it  is  undesirable  to  have  a  side  track  on  the  rear  of  the  building,  as  passengers  have 
to  cross  it  to  get  to  the  depot,  and  it  makes  it  difficult  and  dangerous  to  drive  up  to  the  depot 
with  carriages.  For  combination  depots  with  considerable  passenger  business,  therefore,  the 
best  construction  will  prove  to  be  a  side  track,  located  between  the  front  of  the  building  and 
the  main  track.  Passengers  will  have  to  step  across  the  side  track  to  get  to  the  passenger- 
trains  on  the  main  track,  while  freight  can  be  skidded  from  the  freight  platform  across  the 
side  track  to  freight-trains.  Cars  left  at  the  station  for  loading  or  unloading  are  placed  on 
the  side  track  in  front  of  the  freight-room  and  along  the  freight  platform  at  the  end  of  the 
depot  away  from  that  part  of  the  building  devoted  to  the  passenger  business.  As  a  rule, 
however,  special  cars  are  not  left  at  a  station,  unless  it  is  for  what  is  known  as  car-load  freight, 
in  which  case  the  side  track  between  the  main  track  and  the  building  can  be  omitted,  as 
all  freight  passing  through  the  house  consists  of  pa;ckage  freight,  which  is  handled  directly  to 
or  from  freight-trains.     Provision  for  the  accommodation  of  the  car-load   freight  is  made  by 


248 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


having  a  special  siding  near  the  depot  along  a  wagon-road.  Therefore,  unless  standing  cars 
will  be  loaded  to  a  large  extent  from  the  house,  the  best  plan  to  adopt  is  to  let  the  main  track 
or  a  main  siding  run  along  the  face  of  the  building. 

Relative  to  the  height  of  platforms,  there  are  combination  depots  with  low  platforms 
throughout,  others  with  high  platforms  throughout,  and  also  others  with  a  combination  of  low 
and  high  platforms.  Where  the  passenger  business  predominates,  low  platforms  throughout 
are  warranted.  Where  the  freight  business  is  more  important  and  the  amount  or  class  of 
passenger  business  does  not  have  to  be  particularly  considered,  high  platforms  throughout  will 
not  prove  detrimental,  but  on  the  contrary  will  be  advantageous  for  the  principal  business, 
and  also  cheapen  the  construction.  But  where  the  freight  and  passenger  interests  are  both 
important,  high  and  low  platforms  should  be  adopted.  In  this  case  a  high  platform  should  be 
placed  on  both  sides  of  the  freight-room,  and  also  across  the  end  of  the  house  where  the  freight- 
room  is  located,  in  case  the  house  is  a  large  one.  This  high  platform  should  also  be  extended 
along  the  track  for  some  distance,  so  as  to  reach  more  cars.  At  the  other  end  of  the  house, 
where  the  passenger  waiting-rooms  are  located,  the  platforms  should  be  made  low,  and,  where 
the  business  warrants  it,  this  low  platform  should  be  extended  for  some  distance  along  the 
main  track.  The  high  platform  and  low  platform  are  connected  at  the  front  of  the  house  by  an 
incline.  In  some  designs,  an  attempt  is  made  to  use  one  platform  height  around  the  building 
for  both  purposes,  by  placing  the  platform  half-way  between  a  low  and  a  high  platform  ;  but 
this  does  not  represent  the  best  practice.  Where  two  different  heights  are  used,  it  is  custom- 
ary for  passenger  trains  to  stop,  as  far  as  possible,  opposite  the  low  portion,  and  freight  trains 
are  stopped  so  that  the  particular  car  from  or  to  which  freight  is  to  be  transferred  is  opposite  the 
freight-room  and  the  high  platform.  There  is  one  objection  usually  made  to  the  introduction 
of  a  high  platform  along  a  running  track,  even  where  it  is  only  used  in  front  of  the  freight- 
room,  namely,  that  passengers  might  stand  in  front  of  the  depot  between  the  track  and  the 
high  platform  and  get  caught  by  a  train.  In  a  number  of  designs,  therefore,  a  low  platform 
is  inserted  between  the  high  platform  and  the  nearest  track  ;  in  other  words,  the  face  of  the 
high  platform  is  kept  7  to  10  ft.  away  from  the  centre  of  the  track,  so  that  there  is  a  low 
platform,  2  to  5  ft.  wide,  between  the  car-body  and  the  high  platform. 

In  Fig.  422  is  shown  a  proposed  layout  for  tracks  and  platforms  at  a  combination  depot^ 
in  which  it  is  desired  to  have  a  low  platform  for  the  passenger  business  and  a  high  platform 


\:::::::.iU^:r.:::::::^:::::::::::::::\\::::::vv. ::.'.. .:::...::.\:::^'-vs.i:::v::.^:^^N'/r?tAcv':::::.:"^-.y^''-- .:.   '-  .;■.  ::.:^ 

Fio.  422.— Proposed  General  Layout  for  a  Comrination  Depot. 
for  the  freight  business,  and  to  provide  platform  frontage  for  cars  left  at  the  depot  to  be  loaded 
or  unloaded  with  freight  passing  through  the  house,  as  also  a  track  for  car-load  freight.  The 
siding  in  front  of  the  depot  is  intended  for  freight  trains  to  pull  into  for  receiving  or  deliver- 
ing package  freight  to  the  house,  and  it  will  also  serve  as  a  passing  siding  for  trains.  The 
rear  of  the  depot  and  the  end  opposite  the  passenger  rooms  are  accessible  for  teams  and 
carriages,  without  crossing  any  tracks  or  getting  pocketed  between  tracks.  The  high  plat- 
form  is  set   8  ft.    back    from    the    centre    of    the    siding,  wliich    allows    a    passage-way.  for 


COMBINATION  DEPOTS. 


249 


passengers  and  bagi;agc  between  the  siding  and  tlie  high  phitloini,  while  llie  s[)ace  to  be 
skidded  across  to  get  package  freight  to  or  from  a  freight-train  on  the  siding  is  less  than  four 
feet,  which  does  not  require  heavy  skids. 

Relative  to  the  class  of  structure  and  materials  to  be  adopted  in  each  particular  case, 
the  same  general  rules  and  views  will  hold  good  as  discussed  in  connection  with  small  local 
freight-houses  and  local  passenger  depots.  The  same  can  also  be  said  in  connection  with  the 
design  of  the  doors,  windows,  and  other  minor  details  of  a  combination  depot. 

The  following  descriptions  and  illustrations  of  combination  depots  in  actual  use  on  rail- 
roads in  this  country  will  serve  to  present  more  particularly  the  rules  and  methods  generally 
observed  in  the  construction  of  such  structures. 

Combination  Depots,  Minnesota  &"  Northwestern  Railroad. — The  standard  combination  depots  of 
the  Minnesota  &  Northwestern  Railroad  and  of  the  Chicago,  St.  Paul  &  Kansas  Cit)-  Railway,  de- 
signed in  1887  under  the  direction  of  Mr.  H.  Fernstrom,  Chief  Engineer,  by  Mr.  C.  A.  Reed,  Super- 
vising Architect,  M.  &  N.  W.  R.  R.,  consist  of  a  series  of  alternate  designs  suitable  for  various 
localities  and  conditions.  All  the  structures  are  one-story  frame  buildings,  sheathed  on  the  outside 
with  upright  boards  or  weather-boarding,  and  roofed  with  shingles.  Low  jjlatforms  surround  the 
building  on  all  sides,  the  top  of  the  platform  being  12  in.  above  the  top  of  rail.  The  platform  along 
the  face  of  the  house  next  to  the  track  reaches  within  5  ft.  of  the  centre  of  the  track. 

Class  "  B  "  is  16  ft.  X  40  ft.,  divided  into  a  freight-room,  21  ft.  X  15  ft. ;  a  waiting-room,  17  ft.  X 
15  ft.;  and  a  ticket-office,  6  ft.  X  9  ft.,  with  a  square,  3-ft.  X  6-ft.,  bay-window  extension.  This 
design,  as  shown  in  Figs.  423  and  424,  is  finished  off  verycheaply.     There  are  platforms  on  all  sides 


Fig.  ^23.— Front  Elevation,  Class  "  B."  Fig.  42^.  — GRorNn-rLAN,  Class  "B." 

of  the  building;  the  front  platform  is  14  ft.  wide,  the  rear  platform  6  ft.  wide,  and  the  end  platforms 
8  ft.  wide.  The  front  platfowm  is  extended,  8  ft.  wide,  each  way  from  the  building,  so  as  to  give  a 
total  length  of  250  ft.  of  platform  facing  the  trnrk.  The  princiiial  timbers  for  the  platform  construc- 
tion are,  sills  on  blocking,  6  in.  X  8  in.;  floor-joists,  2  in.  X  10  in.,  spanning  8  ft.;  flooring,  2  in.  The 
principal  materials  for  the  frame  are,  sills,  6  in.  X  8  in.;  plates,  two  pieces,  2  in.  X  4  in.;  studs,  2  in.  X 
4  in.;  ceiling-joists,  2  in.  X  4  in.;  rafters,  2  in.  X  4  in.;  truss-braces,  i  in.  X  6  in.;  floor-beams, 
2  in.  X  10  in.,  spanning  16  ft.     The  foundations  are  of  blocking.     Sliding  freight-doors,  6  ft.  X  7  ft. 

Class  "  D"  is  a  20-ft.  X  44-ft.  structure,  with  a  freight-room,  19  ft.  X  24  ft.;  a  waiting-room, 
18  ft.  X  19  ft.;  an  office,  1 1  ft.  X  6  ft.,  with  a  3-ft.  X  ii-ft.,  square  bay-window  projection.  The  ex- 
terior of  the  building  is  finished  off  more  handsomely  than  in  class  "  B;"  but  the  general  arrangement, 
the  width  of  the  platforms,  and  the  framing  of  the  sides  and  roof  remain  about  the  same,  excepting 
that  the  frame  is  a  6-in.  frame  in  place  of  a  4-in.  frame,  and  the  ceiling  joists  and  rafters  are  2  in.  X 
6  in.,  in  place  of  2  in.  X  4  in. 

(Jlass  "  E  "  is  a  22-ft.  X  55-ft.  structure,  as  shown  in  Figs.  425  to  428,  and  is  in  general  similar 
10  class  "  D."  The  interior  is  divided  into  a  freight-room,  21  ft.  X  28  ft.;  a  waiting-room,  21  ft.  XiSft.: 
and  an  office,  21  ft.  X  10  ft.,  with  a  3-ft.  6-in.  X  lo-ft.,  scpiare  bay-window  extension.  The  platforms 
remain  the  same,  and  the  frame  and  roof  consist  of  6-in.  scantlings,  as  described  for  class  "  D." 

Class  "G"  is  a  22-ft.  X  yo-ft.  structure,  ])ractically  the  same  as  class  "  E,"  excepting  the  extra 
lingtii,  which  is  mainly  utilized  fur  a  baggage-room  inserted  between  the  frcight-rocnn  and  the  office. 


25° 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


Class  "  H  "   is   a   22-ft.  X  70  fl.   building,   exactly  the   same  as   class  "  E,"  excepting    that  the 
freight-room  is  lengthened  out. 


Fig.  425. — Front  Elevation,  Class  "E." 


Fig.  426. — End  Elevation.  C!,ass  "  E." 


Class  "  I  "  is  22  ft.  X  90  ft.,  the  same  as  class  "  E  "  in  its  general  features,  excepting  the  interior, 
which  is  divided  so  as  to  give  a  freight-room,  42  ft.  X  21  ft.;  a  trainmen's  and  bulletin-room,  9  ft.  X  21 


/"neif/T  /Ttom 


Fig.  428. — Ground-plan,  Class  "  E." 


ft.;  a  general  waiting-room,  20  ft.  X  21  ft.;  a  ticket-office,  19  ft.  X  7  ft.;  and  a  trainmaster's  and 
despatcher's  office,  19  ft.  X  16  ft. 

Class  "  J  "  is  22  ft.  X  90  ft.,  and  similar  to  class  "  E,"  excepting  that  the  interior  is  divided  into 
a  freight-room,  21  ft.  X  38  ft.;  a  baggage-room,  21  ft.  X  8  ft. ;  a  gentlemen's  waiting-room,  21  ft.  X  15 
ft.;  a  ladies'  waiting-room,  21  ft.  X  13  ft.;  and  a  ticket-office,  11  ft.  X  16  ft. 

The  materials  for  buildings  of  this  kind,  which  have  to  be  provided  and  allowed  for  in  a  bill  of 
material,  consist  of  brick,  lime,  sand,  stoves,  stove-pipes,  elbows,  cast-iron  pan  under  stove,  seats, 
shelves,  paint,  oil,  varnish,  drier,  putty,  shellac,  turpentine,  benzine,  rough  boards  and  scantlings, 
sized  boards  and  scantlings,  flooring,  siding,  ceiling,  shingles,  ornamental  shingles,  door-knobs,  butt- 
hinges,  sash-fasteners,  spring  sash-bolts,  window-weights,  sash-cord,  barn-door  hangers  with  rails, 
hinged  hasps,  padlocks,  pin  with  chain  and  staple  and  wrought-iron  door-handles  for  freight-doors, 
sash-locks,  cupboard  locks  and  hinges,  stove-pipe  thimbles  and  covers,  tin  for  flashing  and  guttering, 
galvanized-iron  down-conductors  with  elbows,  zinc  stove-screens,  angle-iron  protection  for  freight- 
door  jambs,  building-paper,  nails,  spikes,  bolts,  washers,  outside  doors,  transoms,  inside  doors,  freight- 
doors,  door-frames,  ticket-window,  ticket-window  shelves,  operator's  table,  railings,  windows,  sash  and 
frames,  brackets  for  projecting  roof,  end  brackets,  finials,  ridge-cresting,  gutter-boards,  cornices, 
mouldings,  base-boards,  wainscoting,  oak  door-sills,  etc. 

Combination  Depot,  Pine  Creek  6^  Buffalo  Railicay. — The  combination  depot  of  the  Pine  Creek 
&  Buffalo  Railway,  shown  in  Figs.  429  and  430,  designed  by  Mr.  Tlieodore  E.  Hocke,  consists  of 
a  single-story  frame  structure,  21  ft.  wide  X  57   ft.  long,  divided  into  a  freight-room,  40  ft.  X  20  ft.; 


Fig,  429.     FuoNT  Elevation. 


Fig.  430.— Ground-plan. 


COMBINATION   DEPOTS. 


251 


a  ticket-office,  12  ft.  X  7  ft.  6  in.;  ami  llie  Ixilance  for  a  general  waiting-room.  'I'iie  waiting-room 
and  ticket-office,  including  the  platform  surrounding  that  end  of  the  building,  is  on  a  low  level,  while 
the  freight-room  is  surrounded  on  all  three  sides  with  a  high  platform,  connected  with  the  low  plat- 
form by  inclines. 


Fig.  431. — Front  Ei.kvation. 


Fig.  432. — Enii  Elevation. 


Combination  Depot  at  Cherry  Ford,  Pa.,  Lehigh  Valley  Railroad. — The  combination  depot  of  the 
Lehigh  Valley  Railroad  at  Cherry  Ford,  Pa,,  shown  in  Figs.  431  to  433, 
is  a  single-story  frame  structure,  15  ft.  X  45  ft.,  sheathed  on  the  outside 
with  weather-boarding,  and  roofed  with  slate.  It  is  divided  into  a  freight- 
room,  17  ft.  X  14  ft.;  a  general  waiting-room,  17  ft.  X  14  ft.;  and  an  office, 
Fig.  433.— Ground-plan,    g  ft.  x  14  ft.,  with  a  3-ft.  X  8-ft.,  square  bay-window  projection. 

Combination  Depot,  Class  "^,"  Richmond  a;'  Alleghany  Railroad. — The  combination  depot  of  the 
Richmond  &  Alleghany   Railroad,   known  as  class  "A,"  shown  in   Figs.  434  to  436,   is  an  island- 


FiG.  434. — Front  Elevation 


Fig.  435. — End  Elevation. 


depot,  and  consists  of  a  single-story  frame  building,  with  a  high 
platform  at  the  ends  of  the  building  and  on  the  rear  along  the  side 
.  track,  and  a  low  platform  on  the  face  of  the  building  next  to  the 
main  track.  The  building  is  25  ft.  X  28  ft.,  and  is  divided  into  a 
freight-room,  22  ft.  X  24  ft.;  a  waiting-room,  14  ft.  X  15  ft.  6  in.; 
and  a  ticket-office,  8  ft.  X  14  ft.,  with  a  square  bay-window  projec- 

tion,  8  ft.  X  4  ft. 

Fig.  436.-Grou.n'd-plan.  Combination  Depot,  Class  "B,"  Richmond &-  Alleghany  Railroad. 

— 'I"he  combination  depot  of  the  Richmond  (S:  Alleghany  Railroad,  known  as  class  "  B,"  shown  in 
Figs.  437   and   438,   is  an  island-depot,  similar  to  class  "A,"  and  consists  of   a   single-story  frame 


Fig.  437.  —  Fkont  Elevation. 


r. 


Fu;.  43S. — Ground-plan. 


252 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


structure,  25  ft.  X  50  ft.,  divided  into  a  freight  and  baggage  room,  24  ft.  X  16  ft.;  a  ticket-office,  8  ft. 
X  16  ft.,  with  a  square  bay-window  projection;  and  a  general  waiting-room.  This  class  of  depot 
is  for  use  at  an  island-station,  where  there  is  a  side  track  on  the  rear  of  the  building,  in  addition  to 
the  main  track  along  the  face  of  the  building.  The  platform  at  the  face  of  the  building  next  to  the 
main  track  is  a  low  platform,  8  ft.  wide.  The  platform  at  the  back  of  the  building  along  the  side 
track  and  at  each  end  of  the  building  is  a  high  platform,  8  ft.  wide. 

Comhiiiation  Depots,  Pennsylvania  Lines  West  of  Pittsburg. — The  combination  depots  of  the 
Pennsylvania  lines  west  of  Pittsburg,  Southwest  System,  designed  by  Mr.  M.  J-  Becker,  Chief  En- 
gineer, consist  of  three  classes,  respectively  "A,"  "  B,"  and  "  D,"  and  are  frame  single-story  structures, 
surrounded  by  low  platforms  on  all  sides,  sheathed  on  the  outside  with  vertical  ornamental  battened 
boarding  and  horizontal  boarding,  in  panels,  and  roofed  with  slate.  The  walls  of  the  offices  and 
waiting-rooms  are  plastered.  The  foundations  are  stone  piers.  The  platforms  along  the  face  of  the 
building  are  generally  16  ft.  wide,  reaching  within  4  ft.  6  in.  of  the  centre  of  the  track,  and  set  8  in. 
above  the  top  of  the  rail. 

The  specifications  for  the  depots  class  "A"  and  "B"  are  given  in  full  in  the  Appendix  at  the 
back  of  this  book,  and  the  design  for  class  ".'\."  is  illustrated  in  Figs.  439  and  440,  the  design  for 


L-.:»^ 

Fig.  439. — Front  Elevation.  Fig.  440. — GRouND-n.AN. 

class  "  B''  being  practically  the  same  excepting  in  point  of  size,  while  class  "  D"  is  quite  similar  also. 
For  detail  data,  see  specifications. 

The  building  in  class  "A"  is  40  ft.  X  16  ft.,  divided  into  a  waiting-room,  15  ft.  X  15  ft.;  a  ticket 
and  telegraph  office,  8  ft.  X  19  ft.,  including  a  square  bay-window  projection  on  the  track  side;  and  a 
freight-room,  15  ft.  X  15  ft. 

The  building  in  class  "B"  is  46  ft.  X  18  ft.,  divided  into  a  waiting-room,  17  ft.  X  iS  ft.;  a  ticket 
and  telegraph  office,  8  ft.  X  20  ft.  6  in.;  and  a  freight-room,  17  ft.  X  18  ft. 

The  building  in  class  "  D"  is  49  ft.  X  17  ft.,  divided  into  a  waiting-room,  20  ft.  X  16  ft.;  a  ticket 
and  telegraph  office,  7  ft.  X  19  ft.  6  in.,  including  a  square  bay-window  projection;  and  a  freight- 
room,  20  ft.  X  16  ft.  The  rear  of  the  office  in  this  plan  is  partitioned  off  as  a  ticket-office,  while  the 
front  serves  for  a  telegraph-office.  There  is  a  door  between  the  office  and  the  freight-room.  The 
freight-room  and  waiting-room  have  also  doors  on  the  rear  of  the  depot. 

Combination  Depot  with  Dwelling-rooms,  Pennsylvania  Lities  West  of  Pittsburg,  Southwest  System. 
— The  combination  depot  of  the  Pennsylvania  lines  west  of  Pittsburg,  Southwest  System,  designed 
by  Mr.  M.  J.  Becker,  Chief  Engiueer,  known  as  class  "  E  "  of  the  standard  depot  plans,  is  a  frame 
two-story  building,  38  ft.  X  17  ft.,  with  a  single-story  annex,  25  ft.  6  in.  X  14  ft.  6  in.,  for  a  li\ing- 
room  and  a  kitchen.  The  exterior  of  the  building  is  treated  similarly  to  the  standard  combination 
depots  of  the  same  railroad,  described  above  and  shown  in  Figs.  439  and  440,  and  the  specifications 
are  practically  the  same  as  for  the  combination  depots  and  local  passenger  depots  of  the  same  railroad, 
the  specifications  for  which  are  given  in  full  in  the  Appendix  at  the  back  of  this  book.  The  outside 
of  the  building  is  sheathed  with  vertical  ornamental  battened  boarding  and  horizontal  boarding,  in 
panels,  and  roofed  with  slate.  The  rooms  are  all  plastered  in  the  interior,  excepting  the  freight- 
room.  The  ground-floor  is  divided  into  a  waiting-room,  14  ft.  X  16  ft.;  an  office,  with  a  passage 
leading  to  the  kitchen,  and  a  stairway  leading  to  the  upper  floor  at  the  rear  of  the  office;  a  freight- 
room,  14  ft.  X  16  ft.;  a  living-room,  12  ft.  X  14  ft.;  and  a  kitchen,  12  ft.  X  14  ft.  The  U])]ier  floor 
has  two  bedrooms,  each  14  ft.  X  16  ft. 


COMBTNATTON    DEPOTS. 


253 


Combination  Depot,  Chesapeake  &•  Ohio  Railway. — Tlie  cuiiibiiiaiion  lic'ijol.  of  llic  Chesapeake  & 
Ohio  K.ail\v;iy,  known  as  design  No.  4,  i)re])ared  in  1882,  is  a  single-story  frame  structure,  16  ft.  X  40 
ft.,  sheathed  on  the  outside  with  horizontal  weather-iioarding  and  with  ui)right  boards  and  battenS' 
in  [lancls,  and  roofed  with  tin  or  sliingles.  The  interior  is  divided  into  a  waiting-room,  an  office,  and 
a  freiglit-room.  This  design  is  practically  the  same  as  the  standard  combination  depot,  class  "  A," 
of  the  Pennsylvania  lines  west  of  Pittsburg,  described  above  and  illustrated  in  Figs.  439  and  440. 

Combination  Depot,  Ohio  Valley  Railway. — The  combination  depot  of  the  Ohio  Valley  Railway 
at  Sturgis,  Ky.,  designed  by  Mr.  C.  C.  Genung,  Chief  Kngineer,  Ohio  Valley  Railway,  is  a  single-story 
frame  structure,  55  ft.  X  20  ft.,  roofed  witli  shingles,  very  similar  in  the  general  arrangement  of  the 
ground-plan  to  the  combination  depot  of  the  Pine  Creek  &  Buffalo  Railway,  illustrated  and  de- 
scribed above,  with  the  exception,  however,  that  the  passsage  from  the  high  freight  platform,  in  front 
of  the  freight-room,  to  the  low  passenger  jjlatform  around  the  passenger  end  of  the  building,  is  made 
by  steps  and  not  by  an  incline.  The  interior  is  divided  into  a  general  waiting-room,  19  ft.  X  15  ft.; 
a  freight-room,  19  ft.  X  28  ft.;  and  an  oiifice,  19  ft.  X  10  ft.,  between  them.  The  low  passenger 
platform  is  12  ft.  wide  and  120  ft.  long  in  front  of  tlie  building;  the  high  freight  platform  is  8  ft. 
wide,  and  extends  along  the  front  and  the  end  of  the  freight-room.  The  design  of  the  exterior  is 
similar  to  the  standard  local  passenger  depot  of  the  same  railroad  illustrated  in  Fig.  520,  the  most 
striking  feature  of  which  is  the  upward  curve  of  the  roof  at  the  eaves,  the  radius  of  the  curve  being 
about  lo  ft.  This  feature,  in  connection  with  the  knee-braces  under  the  roof  projection,  wiiich  are 
cut  to  a  bold  semicircular  pattern,  causes  the  structure  to  appear  very  neat,  without  increasing  the 
cost  material!}-.  The  outside  of  the  building  is  sheathed  with  vertical,  horizontal,  and  diagonal  plain 
and  ornamental  boarding,  in  panels.  The  inside  finish  is  of  wood.  The  vertical  siding  is  painted  a 
turkey  vermilion,  the  horizontal  and  diagonal  siding  a  very  light  drab,  and  the  frames,  belt-courses, 
etc.,  a  very  dark  red,  approaching  a  brown  color.  Mr.  Genung  states  that  this  building  cost  about 
eleven  hundred  dollars,  exclusive  of  platforms. 

Combination  Depot,  Cincinnati  Southern  Jiai/icay. — The  Cincinnati  Southern  Railway,  now  part  of  the 
Cincinnati,  New  Orleans  &  Texas  Pacific  Railway,  had  four  classes  of  designs  for  combination  depots, 
known  as  classes  "  A,"  "  B,"  "  C,"  and  "  D."     All  the  designs  are  single-story  frame  structures,  sheathed 


Fig.   44T.— Front  Elevation. 
on  the  outside  with  boards,  and  roofed   with  tin.  Design  "A,"  shown  in  Figs.  441   to  444,  is  58  ft.  X 
20   ft.,  divided   into  a  freight-room,  22   ft.  X  19  ft,;  an   office,  1 1  f t.  X  19  ft.;  and  a  general  waiting- 
room,  22   ft.  X  19  ft.     At   each  gable-end   of  the 
building  the  roof  is  extended  for  12  ft.,  forming  an 
open  shed  extension  to  the  building  at  each  end. 
The  outer  end  of  the  shed  extension  is  supported 
by  two  posts.     The  building  is  surrounded  on  all 
sides  by  platforms.     The  front  platform  is   16  ft. 
wide,  and  is  set  15  in.  above  the  top  of  rail.     The 
rear   platform   is   8  ft.  wide,  and   set   at   the  same 
height.     The  freight-doors  are  sliding-doors,  7  ft. 
4  in.  X  7  ft.  4  in. 
Fig.  442.-Eni>  Ei.f.v.^tion.  pi,^„  "  ]>,  ■•  ^hows  the  same  size  building  and 

di\ision  (it  the  interior  and  general  finish  as  plan  "  A."     The  shed-roof  extension  in  ])lan  "  B,"  however, 


254 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


is  only  built  at  one  end  of  the  building,  next  to  the  waiting-room.  Plan  "  B  "  differs  from  plan  "  A  "  in 
respect  to  the  platforms.  Plan  "A  "  has  low  platforms  on  all  sides  of  the  house;  plan  "  B  "  has  a  high 
platform,  12  ft.  wide,  on  the  front  of  the  house,  ne.xt  to  the  track,  a  high  platform,  8  ft.  wide,  on  the 
rear  of  the  house,  next  to  the  wagon-road,  and  a  12-ft.  platform,  on  the  same  level  as  the  other  plat- 
forms, at  the  waiting-room  end  of  the  house  under  the  shed-roof  extension.    The  face  of  the  front  plat- 


Fig.  443. — Cross-section. 


I      -'■;. 


Fig.  444. — Ground-plan. 


form  is  set  6  ft.  from  the  centre  of  the  track,  and  4  ft.  above  the  top  of  the  tie.  The  level  of  the 
wagon-road  at  the  rear  of  the  house  is  about  three  feet  below  the  platform. 

Plan  C  is  similar  to  plan  D,  excepting  that  the  building  is  only  35  ft.  long,  and  is  divided  into  a 
freight-room,  23  ft.  X  19  ft.;  an  office,  11  ft.  X  8  ft.;  and  a  waiting-room,  11  ft.  X  10  ft. 

Plan  D  is  a  very  plain  structure,  without  any  attempt  at  ornamentation,  20  ft.  X  46  ft.,  divided  into 
a  freight-room,  a  waiting-room,  and  an  office.  There  is  no  shed-roof  extension  of  the  Iniilding,  like  in 
the  other  designs.  There  are  high  platforms  on  three  sides  of  the  building;  the  front  platform  is  12 
ft.  wide,  while  the  end  platform  and  rear  platform  are  8  ft.  wide. 

CoDiHiiation  Depot,  Burlingfon,  Cedar  Rapids  is'  Northern  Raihvay. — The  combination  depot  of  the 
Burlington,  Cedar  Rapids  &  Northern  Railway,  shown  in  Figs.  445  to  447,  consists  of  a  single-story 
frame  structure,  48  ft.  X  18  ft.,  sheathed  on  the  outside  with  horizontal  weather-boarding.  The 
interior  is  divided  into  a  freight-room,  17  ft.  X  20  ft.;  a  waiting-room,  17  ft.  X  16  ft.;  an  office,  10 
ft.  X  17  ft.,  with  a  square  bay-window  projection,  3  ft.  X  8  ft.  The  building  is  surrounded  by  a  low 
])latform  on  all  sides,  the  platforms  at  the  gable-ends  and  along  the  face  of  the  building  next  to  the 
track  being  12  ft.  wide,  while  the  ])latform  at  the  rear  of  the  building  is  only  8  ft.  wide.  The  face  of 
the  platform  is  set  5  ft.  6  in.  from  the  centre  of  the  track,  and  the  top  is  placed  16  in.  above  the  top 


Fig.  445. — Front  Ei.kvation. 

of  the  rail.  The  foundations  of  the  building  are  stone  walls  and  piers.  The  freight-doors  are  7  ft. 
wide  by  8  ft.  high,  with  large  transom-lights.  The  roof  projection  on  the  front  and  rear  of  the  build- 
ing is  4  ft.  6  in.  The  principal  timbers  used  are,  sills,  6  in.  X  8  in.;  floor-joists,  2  in.  X  12  in.,  span- 
ning 9  ft.;  corner  and  door  studs,  4  in.  X  4  in.;  intermediate  studs,  2  in.  X  4  in.;  plates,  two  pieces, 
2  in.  X  4  in.;  ceiling-joists,  2  in.  X  6  in.;  rafters,  2  in.  X  4  in  ;  tie-beams,  1  in.  X  6  in.;  roof-boards, 
t  in.;  rise  of  roof,  \  of  span;  platform-caps,  8  in.  X  10  in.;  platform-joists,  2  in.  X  10  in.,  spaced  16 
in.  centres,  spanning  9  ft.;  freight-room  and  platform  floor,  3-in.  plank;  floor  in  waiting-room  and 
office,  I  in.  dressed  boards,  laid  on  a  rough  plank  under  layer. 


COM  BIN  A  TION  DF.rO  TS. 


255 


Tlie  data  for  above  were  kindly  t'uriiislied  l>y  Mr.  H.  F.  While,  Chief  iMigineer,  H.,  C  R.  &  N.  l\y., 
who  also  states,  that  a  depot  as  described  above,  with  stone  foundations,  costs  about  $iooo. 


XT" 


1 


Fig.  446, — Cross-section. 


Fig.  447.— Ground-plan. 


Combination   Depot,    Wabash,   St.    Louis  &=   Pacific   Railway.— Tht   combination    depot    of    t 
Wabash,  St.  Louis  &  Pacific  Railway,  designed  by  Mr.  Charles  Hansel,  Resident   Engineer,  showiy/ifT 
Figs.  448  to  451,  consists  of  a  single-story  frame  structure,  20  ft.  X  50  ft.,  sheathed  on  the  outi/de 

\o 


Fig.  448. — Front  Elevation. 


Ftg.  449. — End  Elevation. 


with  upright  boards  and  battens  and  diagonal  sheathing,  in  panels,  and  roofed  with  shingles.  The 
interior  is  divided  into  a  waiting-room,  18  ft.  X  17  ft.;  a  freight-room,  18  ft.  X  23  ft.;  and  an  office, 
1 8  ft.  X  8  ft.,  with  a  hexagonal  bay-window  projection,  3  ft.  X  8  ft.    The  freight-doors  are  sliding-doors, 


*av  H 


Fig.  450. — Cross-section. 


Fig.  451, — Groii.nd  I'LAN. 


7  ft.  X  7  ft.,  with  transom-lights  overhead.  The  walls  and  ceilings  of  waiting-room  and  office,  also 
the  under  side  of  the  roof  projection,  is  ceiled.  The  walls  in  the  freight-room  are  boarded  up  to  a 
height  of  7  ft.  with  rough  boards.  The  outside  sheathing  consists  of  half-dressed  sheathing  planks, 
covered  witli  3-in.  ().  G.  battens.  The  shingles,  before  being  laid,  are  dipped  in  a  mixture  of  mineral 
paint  and  boiled  linseed-oil.  The  platform  at  the  face  of  the  building,  ne.xt  to  the  track,  is  a  low 
platform,  4  in.  above  the  top  of  rail,  and  the  face  of  the  platform  is  set  4  ft.  from  the  centre  of  the 
track.  The  height  of  the  interior  is  11  ft.  6  in.  in  the  clear.  The  principal  timbers  used  are,  sills, 
6  in.  X  8  in.;  floor-joists,  2  in.  X  10  in.,  spaced  16  in.;  i)lates,  2  in.  X  6  in.;  studs,  2  in.  X  6  in.; 
ribbons,  2  in.  X  4  in.;  ceiling-joists,  2  in.  X  8  in.,  spaced  16  in.;  rafters,  2  in.  X  6  in.,  spaced  20  in.; 
collar-beams,  i  in.  X  6  in.;  floor  in  waiting-room  and  office,  i-in.  yellow-pine  flooring;  floor  in  freight- 
room,  2-in.  rough  plank;  ceiling,  f-in.  boards;  outside  sheathing  and  roof-boards,  i  in.  The  balance 
of   the   material    required    consists   of   shingles,  battens,    trnnsom  lights,  window-sash,    outside  doors, 


2S6 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


inside  doors,  sliding  freight-doors,  nails,  spikes,  bolts,  brick,  lime,  sand,  base-boards,  cap-boards, 
mouldings,  brackets,  ridge-piece,  gutter-boards,  down-conductors,  window-frames,  door-frames,  sash- 
weights,  door-hangings,  locks,  sash-fasteners,  liarn-door  rollers  and  track,  sash-cord,  spring  latch, 
ticket-window,  and  agent's  table.  The  platform  is  set  on  posts  planted  in  the  ground,  with  6-in.  X  8-in. 
caps;  2-in.  X  lo-in.  joists,  spaced  20  in.;  and  2-in.  floor-plank. 

Combination  Depot,  Kansas  City  i^  Emporia  Railroad. — The  combination  depot  of  the  Kansas 
City  &  Emporia  Railroad,  connected  with  the  Atchison,  Topeka  &  Santa  Fe  Railroad  system,  shown 
in  Figs.  452  and  453,  consists  of  a  single-story  frame  structure,  sheathed  on  the  outside  with  board- 


-'rrT:  'm:! 


Fig.  452. — Front  Elevation. 


Fig.  453. — Ground-plan. 


Fig.  454. — Ground- 
plan. 


ing.  The  size  of  the  building  is  24  ft.  X  42  ft.,  and  the  interior  is  divided  into  a  freight-room,  13  ft. 
X  23  ft.;  a  waiting-room,  11  ft.  X  18  ft.;  an  office,  11  ft.  X  18  ft.;  and  a  baggage-room,  9  ft.  X  18  ft. 
The  waiting-room,  office,  and  baggage-room  have  low  platforms  in  front  of  them,  while  the  freight- 
room  has  a  high  platform  around  it.  Connection  is  made  between  the  low  and  high  platforms  by 
inclines,  where  they  join  each  other. 

Combination  Depot  at  Hilliard,  Ga.,  Savannah,  Florida  6^  IVestern  Railway. — The  combination 
depot  of  the  Savannah,  Florida  &  Western  Railway  at  Milliard,  Ga.,  designed  by  Mr.  W.  B.  W.  Howe, 
Jr.,  shown  in  Fig.  454,  is  a  single-story  frame  structure,  30  ft.  X  32  ft.,  sheathed 
with  upright  boards  and  battens,  and  roofed  with  tin.  The  interior  is  divided  into 
a  warehouse,  15  ft.  X  30  ft.;  a  waiting-room,  14  ft.  X  14  ft.;  and  an  office,  14  ft.  X 
14  ft.,  with  an  octagonal  bay-window  projection,  5  ft.  X  10  ft.  The  building  is 
surrounded  on  three  sides  by  high  platforms,  8  ft.  to  10  ft.  wide.  The  face  of  the 
platform  next  to  the  track  is  6  ft.  6  in.  from  the  centre  of  the  track,  and  the  top 
of  the  platform  is  4  ft.  above  the  top  of  rail.  The  roof  projection  on  the  front 
and  rear  of  the  building  is  10  ft.  Between  the  waiting-room  and  office  there  is  a 
large  brick  chimney  for  wood  fires  in  each  room.  The  foundations  of  the  build- 
ing are  brick  piers.  The  sills  under  the  building  are  ro  in.  X  14  in.,  and  under  the  ends  of  the  plat- 
form and  under  the  floor-beams  inside  the  house  they  are  6  in.  X  14  in.  The  floor-beams  are  3  in.  X 
12  in.,  spanning  12  ft.  The  floor  is  3-in.  plank.  The  principal  timbers  of  the  frame  and  roof  are, 
posts,  6  in.  X  8  in.;  tie-beams,  two  pieces,  ij  in.  X  6  in.;  principal  rafters,  3  in.  X  8  in.;  truss-braces, 
6  in.  X  6  in.;  knee-braces,  li  in.  X  6  in.;  purlins,  3  in.  X  8  in.;  truss-rod,  f  in.  in  diameter.  The  rise 
of  the  roof  is  i  of  the  span.  The  freight -doors  are  5  ft.  wide  X  8  ft.  high,  hung  in  pairs  and  swing- 
ing inward. 

Combination  Depot,  Philadelphia^'  Reading  Railroad. — The  combination  depot  of  the  Philadelphia 
&  Reading  Railroad,  shown  in  Fig.  455,  consists  of  a  single-story  structure,  80  ft.  X  30  ft.  One  end 
is  divided  off  for  a  freight-room,  31  ft.  X  40  ft.,  and  is  sur- 
rounded by  an  8-ft.  platform  on  three  sides,  the  top  of  the  plat- 
form being  2  ft.  8  in.  above  the  top  of  the  rail,  and  the  face  of  the 
platform  being  5  ft.  6  in.  from  the  centre  of  the  track  along  the 
face  of  the  house.  The  remainder  of  the  house  has  an  office,  18 
ft.  X  19  ft.;  a  gentlemen's  waiting-room,  18  ft.  X  15  ft.;  a  ladies' 
waiting-room,  18  ft.  X  15  ft.;  a  baggage-room,  1 1  ft.  X  6  ft.;  and 
ladies'    and  gentlemen's   toilet-rooms,   each  6  ft.  X  1 1    ft.   in   size.  Fig.  455  —Ground  plan. 

This  part  of  the  building  is  on  a  lower  level  than  the  freight-room,  and  has  a  low  8-ft.  platform  ne.xt 


COMBINATION    PE/'OVS. 


257 


to  tile  track,  ami   along  the  galile-eiul  of   iIk-    huilding.       I'lii^   low  plaUonii   is  y  in.  above   llie  loj)  of 
the  rail,  and  conncits  with  the  high  platform  by  steps  or  an  incline. 

Coniliiiialioii  Depot  and  Ojfice  Building  at  ll'i/tia/ns/mrg,  I'a.,  Clu-sapcake  ^s'  Ohio  Railway. — The 
combination  dejjot  and  office  building  of  tile  Chesajieake  &  Ohio  Railway  at  Williamsburg,  Va.,  is  a 
Iwo-story  frame   structure,  with  a  single-story   freight-house  anne.\,  as  shown   in  Figs.  456  and  457. 


Fig.  456.  — Front  Ei.kvation. 

The  outside  of  the  building  is  sheathed  with  horizontal  and  upright  boards  and  ornamental  shingles, 
producing  a  pleasing  effect.  The  two-story  part  of  the  building  is  41  ft.  X  21  ft.  and  the  single-story 
freight-house  is  26  ft.  X  Oi  ft.      The  ground-floor  has   n    freight-room  ;    a   gentlemen's  waiting-room; 


Fig.  457. — GuouND-ri.AN. 

a  ladies'  waiting-room  with  a  ladies'  toilet-room  attached;  also  a  large  room  for  use  as  telegraph- 
office,  ticket -and  freight  office.  A  pair  of  stairs  lead  to  the  upper  floor,  where  there  are  three  rooms 
used  as  offices  for  the  train-despatcher  of  the  division,  and  other  officials. 

Combination  Depot  loitli  Dicelting-rooms,  Northern  Pacific  Railroad. — The  combination  depot  of 


Fia  458. — Front  Et.f.vation. 


the  Northern  Pacific  Railroad,  with  dwelling  attached,  designed  by  Mr.  C.  B.  Talbot  in  1884,  sliown 
in  Figs.  458  and  459,  is  a  single-story  frame  structure,  with  the  excejition  of  one  end  where  there 


25S 


BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS. 


is  an  attic  room  under  tht  roof.  The  building  is  22  ft.  X  56  ft.,  and  consists  of  one  large  freight- 
room,  22  ft.  X  40  ft.,  which  serves  as  freight-room,  baggage- 
room,  and  waiting-room.  Next  to  the  freight-room  there  is 
a  living-room  and  a  bedroom,  in  addition  to  which  there 
is,  as  i)revionsly  mentioned,  a  bedroom  upstairs,  reached 
by  a  flight  of  steps.  There  is  a  jilatform  13  ft.  wide  in 
front  of  the  house,  along  the  track.  This  platform  is  set 
16  inches  above  the  top  of  rail,  and  5  ft-  10  in-  from  the 
Fic;.  459.  — Ground-plan.  centre  of  the  track.      In  front   of  the  freight-house  there  is 

a  lo-ft.  wide,  high  freight  ]:)latform,  connected  with  the  low  platform  by  an  incline.  The  face  of  the 
freight  platform  is  8  ft.  10  in.  from  the  centre  of  the  track,  so  that  tliere  is  a  narrow  low  platform  for 
passengers  between  the  high  freight  platform  and  the  track. 

Combiiiafioii  Depot  with  Divclliiig,  at  Ccvtir  d'Ak/ic,  JFas/i.,  Spokane  &=  Idaho  RailioaJ. — The 
combination  depot  of  the  Spokane  &  Idaho  Railroad  at  Coeur  d'Alene,  Wash.,  i  onnected  with  the 
Northern  Pacific  Railroad  System,  consists  of  a  single-story  frame  structure,  sheathed  on  tlie  outside 
witii  u])right  boarding,  78  ft.  long  by  about  20  ft.  wide.  There  is  a  low  platform  along  the  face  of 
the  building  next  to  the  main  track.  The  interior  is  divided  into  a  freight-room,  30  ft.  X  18  ft.;  a 
general  waiting-room,  17  ft.  X  18  ft.;  an  office,  12  ft.  X  12  ft.;  a  living-room,  18  ft.  X  12  ft.;  a  bed- 
room, 10  ft.  X  II  ft.;  a  bedroom,  8  ft.  X  10  ft.;  and  a  kitchen,  9  ft.  X  13  ft. 

Standard  Combination  Depots,  Savannah,  Florida  &=  Western  Railway. — The  standard  combina- 
tion depot  designs  of  the  Savannah,  Florida  &  Western  Railway,  kindly  furnished  by  Mr.  W.  B.  W. 
Howe,  Jr.,  Chief  Engineer,  S.,  F.  &  W.  Ry.,  provide  for  three  classes,  to  suit  varying  conditions. 
Class  No.  I  consists  of  a  building  31  ft.  wide  X  60  ft.  long;  class  No.  2  has  the  same  width,  but  is  90 
ft.  long,  while  class  No.  3  is  120  ft.  long.     In  all  cases  the  building  has  at  one  end  a  30-ft.  open  shed 


Fig.  460.— Front  Elevation. 

extension.     In  Figs.  460  to  464  the  design  for  class  No.   i   is  shown,  and,  as  above  explained,  tlie 
other  classes  simply  differ  in  the  length  of  the  freight-room. 

The  building  is  a  single-story  frame  structure,  31  ft.  wide  and  of  the  length  specified,  according 
to  which  class  of  freight-house  is  to  be  employed.     At  one  end  of  the  building  there  is  a  waiting- 


FiG.  461. — End  Elevation  of  Building. 


Fig.  462. — End  Elevation  of  Shed  Extension. 


room,  a  bedroom,  and  an  office,  each  about  15  ft.  square.  The  office  has  a  large  bay-window  exten- 
sion on  the  side  towards  the  track.  The  rest  of  the  building  is  occujjied  for  the  storage  of  freight. 
At  the  end  of  the  building,  away  from  the  rooms  above  mentioned,  there  is  a  30  ft.  open  shed  extension. 
The  platforms  surrounding  the  house  and  shed  on  three  sides,  as  shown  on  the  plan,  are  10  ft.  wide,  and 
are  reached  at  one  end  by  steps  and  at  the  other  end  by  an  incline.     These  platforms  are  set  4  ft. 


COMBINATION  DEPOTS. 


259 


above  the  top  of  mil,  and  the  face  of  the  phitforni  along  the  Iraek  ih  placed  6  ft.  6  in.  fiuni  the  centre 
of  the  track.     The  foundations  of   tile   building  are   brick   piers,  13  in.  X  27  in.  on  top.     These  piers 


Fig.  464.— GRouNn-ri.AN. 


Fio.  4C3.— Cross  SECTION. 

support  lo-in.  M  14-in.  sills  under  the  walls,  and  6-in.  X 
14-in.  sills  through  the  interior  of  the  building  and  under  the 
outside  of  the  platform.  These  sills  span  7  ft.  6  in.  from 
pier  to  pier  centres.  The  joists  are  3  in.  X  12  in.,  spaced  24  in. 
inside  the  house,  spanning  10  ft.  The  joists  are  spaced  4  ft. 
apart  on  the  platform.  The  tloor  consists  of  2-in.  plank. 
The  frame  is  built  of  6-in.  X  8-in.  jjosts,  3-in.  X  6-in.  studs, 
4-in.  X  6-in.  plates,  the  height  of  frame  being  13  ft.  from 
floor  to  top  of  plate.  The  roof-trusses  are  spaced  15  ft.  apart,  and  consist  of  3-in.  X  Sin.  principal 
rafters;  tie-beams,  two  pieces,  li  in.  X  6  in.;  truss-braces,  6  in.  X  6  in.;  knee-braces,  i-V  in.  X  6  in.; 
king-rod,  J  in.  in  diameter;  purlins,  3  in.  X  8  in.;  roof-boards,  i  in.  The  rafters  are  extended  over 
the  platforms  so  as  to  form  platform  roofs  projecting  to  ft.  from  the  face  of  the  building.  The  outside 
sheathing  consists  of  upright  boards  and  battens.  The  freight-doors  are  sliding-doors,  9  ft.  square 
made  of  2-in.  X  6-in.  frame,  with  2-in.  X  4-in.  bracing,  the  frame  being  covered  on  the  outside  with 
i-in.  narrow  tongued  and  grooved  boards.  Windows  are  inserted  at  the  proper  places,  as  shown  on 
the  plan.  'J'he  construction  of  the  open  shed  extension  is  similar  to  the  building,  excepting  that  the 
sides  are  left  open.  There  is  a  large  brick  chimney  with  hearths  in  the  office  and  in  the  waiting- 
room  suitable  for  open  wood  fires. 

Coinhination    Depot,   Class  No.    i,  Northern   Pacific   Railroad. — The   combination  depot   of    the 


JX 


Fig.  465. — Pkusi'fctive. 

Northern  Pacific  Railroad,   shown  in    Figs.  465  and    466,  known  as  Class  No.   r,  is  a  single-story 

frame  structure,  24  ft.  X  83  ft.  The  interior  is  divided  into  a 
freight-room,  24  ft.  X  39  ft.;  a  general  waiting-room,  15  ft.  X 
23  ft.;  an  ofifice,  10  ft.  X  15  ft.;  a  baggage  and  express  room, 
10  ft.  X  15  ft.;  a  bedroom,  10  ft.  X  to  ft.,  and  a  living-room, 
12   ft.  X  15    ft.     .\long   the   face   of   the    building   next    to    the 

main  track  is   a   T2-ft.   low  platform.     Along  the  rear  of   the 

■ • —    building,  next  to  a  side  track,  there  is  a  high  ])latform,  12  ft. 

Fig.  466.-GROUND-PLAN.  .^yiJg_      ^-hg   high   platform   at  the   rear  and  the  low  platform  at 

the  front  of  the  building  are  connected  by  inclines  at  each  end  of  the  building. 

Combination    Depot,    Class  No.    2,   Northern  Pacific   Railroad. — The   combination   depot    of    the 
Northern  Pacifu:  Railroad,  known  as  class  No.  2,  is  simil.ir  to   the  structure  just   described,  excepting 


26o 


BUILDINGS  AMD   STRUCTURES   OF  AMERICAN  RAILROADS. 


in  size  and  the  iirrangeinenl  of  the  interior.  The  building  is  24  ft.  X  59  ft.,  and  is  divided  into  a 
freight-room,  23  ft.  X  3T  ft.;  a  general  waiting-room,  23  ft.  X  15  ft.;  a  liedroom,  10  ft.  X  10  ft.,  and 
an  office,  10  ft.  X  12  ft.,  with  a  3-ft.  X  lo-ft.,  square  bay-window  projection. 

Combination  Depot  with  Dwelling,  Chesapeake  iS^  Ohio  Railivay. — The  combination  depot  with 
dwelling  of  the  Chesapeake  &  Ohio  Railway,  known  as  plan  "A",  designed  by  Mr.  H.  Jacob  in  1883, 
consists  of  a  two-story  frame  stracttire,  sheathed  on  the  outside  with  horizontal  and  upright 
boards,  in  panels,  and  roofed  with  tin.  The  ground-floor  has  a  waiting-room,  14  ft.  X  16  ft.;  an  office, 
8  ft.  X  10  ft.,  with  a  3-ft.  X  8-ft.,  bay-window  e.xtension;  a  freight-room,  14  ft.  X  16  ft.;  a  living-room, 
12  ft.  X  14  ft.;  and  a  kitchen,  12  ft.  X  14  ft.  The  upper  floor  has  two  bedrooms,  14  ft.  X  16  ft. 
There  are  low  platforms  on  three  sides  of  the  building. 

Combination  Depot  with  Dn'clling,  Union  Pacific  Rail'ioay. — The  combination  depot  with  living- 
rooms  of  the  Union  Pacific  Railway,  adopted  as  a  standard  in  1S86,  shown  in  Figs.  467  to  470,  is  a 
single-story  frame  structure,  24  ft.  X  60  ft.,  or  whatever  extra  length  is  required  to  accommodate 
additional  freight.  The  outside  of  the  building  is  sheathed  with  siding  and  with  upright  boards  and 
battens,  panelled.  The  building  is  used  as  an  island-depot,  with  a  main  track  on  the  front  and  a  side 
track  on  the  rear.     There  are  platforms  on  all  four  sides  of  the  house,  the  height  being  14  in.  above 


Fig.  467. — Front  Elkvation. 


Fig.  468. — End  Elevation. 


the  top  of  the  rail,  and  the  face  of  the  platform  next  to  the  track  approaches  within  5  ft.  3  in.  of 
the  centre  of  the  track.  The  passenger  platform  at  the  front  of  the  house  and  the  freight  platform 
at  one  end  of  the  house  are  16  ft.  wide,  the  freight  platform  at  the  back  of  the  house  is  lo  ft.  wide, 
and  the  platform  at  the  end  of  the  house  away  from  the  freight-room  is  12  ft.  wide.  The  interior  is 
divided  into  a  freight-room,  21  ft.  X  23  ft.,  with  a  small  space  partitioned  off  for  baggage;  an  office, 


^•^ 


Fig.  469. — Cross-section. 


:ti; 

*.><- 

""'"^r-t^  ""'" 

Fig.  1570.  — GRorND-Pi.AN. 


II  ft.  X  12  ft.,  with  a  4-ft.  X  i  i-ft.,  sciuare  bay-window  e.vtension,  a  waiting-room,  15  ft.  X  12  ft.;  two 
bedrooms;  a  dining-room;  a  kitchen;  and  a  jiantry.  There  are  two  small  detached  buildings,  one 
for  the  storage  of  coal  and  supplies,  and  the  other  for  water-closets. 

Combination  Depot  at  GroTctown,  Ga.,  Georgia  Railroad. — The  combination  depot  of  the  Georgia 
Railroad  at  Gro\-etown,  Ga.,  designed  by  Mr.  liradford  L.  Gilbert,  architect.  New  York  City,  described 
and  illustrated  in  the  issue  of  the  Railroai/  Gazette  of  September  25,  1891,  and  in  The  Engineering 
Magazine,  December,  1891,  shown  in  Fig.  471,  taken  from  the  latter  publication,  is  a  very  picturesque 
depot  building,  designed  to  meet  the  requirements  of  Southern  railroad  tr.iffic  at  certain  localities. 
The  following  remarks  on  this  subject  are  made  in  the  issue  of  the  Railroad  Gazette  mentioned: 


COMBINATION  DEPOTS. 


261 


For  a  town  of  several  ihousaiul  pcDplc.  and  somewhat  of  a  suburban  station  as  well,  the  requirements  in 
the  South  are  for  a  buildin;,'  witii  accommodation  for  lirst-class  passengers  (vvliite)  and  second-class  passen- 
gers (negroes),  both  under  the  general  supervision  of  the  station-agent,  who  is  telegraph-operator  and 
ticket -agent  as  well.     It  is  also  necessary  to  provide  a  freight-room  and  large  platform  for  handling  cotton 


Fig.  471. — Pkrspective. 


and  merchandise.  The  Grovetown  station  combines  all  these  special  features  in  a  simple,  picturesque,  and 
quaint  building — one  which  helps  the  town,  and  that  advertises  and  builds  up  the  railroad  as  well.  The 
windmill  (forming  so  picturesque  a  feature  of  the  building)  was  designed  wiili  sjjecial  reference  to  the 
necessary  water  supply  in  connection  with  the  toilet  accommodations,  etc.,  of  the  building,  as  a  practical  and 
simple  solution  of  this  problem. 

The  building  is  77  ft.  x  24  ft.,  with  waiting-rooms  for  white  and  colored  passengers,  baggage-room, 
toilet-rooms,  oifire,  and  a  large  freight-room  and  freight  platform  for  cotton.  The  street  end  of  the  building 
is  occupied  by  the  lirst-class  passenger  waiting-room.  24  ft.  x  24  ft.  in  size,  with  a  large  alcove  in  the  turret 
for  ladies,  and  also  ample  toilet  accommodations.  The  ticket  and  telegraph  office  is  on  the  track  side, 
9  ft.  X  15  ft.,  and.  by  means  of  a  projecting  bay-window,  commands  a  view  up  and  down  the  tracks.  The 
second-class  waiting-room,  14  ft.  x  24  ft.,  and  toilet  accommodations,  are  located  adjoining,  with  ticket- 
windows  opening  into  each  waiting-room.  Beyond  this  the  space  is  occupied  by  the  freight  building, 
32  ft.  x  24  ft.,  and  platform,  10  ft.  on  the  sides  and  20  ft.  on  the  end  also,  for  whatever  baggage  and  e.xpress 
business  it  may  be  necessary  to  handle.  The  platform  extends  around  the  building  10  ft.  in  widtli,  covered 
by  the  projecting  awning,  and  ihc  por/c- coc/ieri:  is  provided  for  the  convenience  of  those  who  drive  to  the 
station. 

The  material  used  at  Grovetown  for  the  exterior  of  the  building  has  been  cypress  shingles  (stained  with 
■  creosote)  on  the  sides,  which,  w'ith  metallic  shingles  on  the  roofs,  form  a  durable  and  servi<:eable  covering  at 
minimum  cost.     The  cost  of  the  building  is  stated  to  be  about  $5000. 

Coiiibiiiatiini  Depot  at  Proi'iJcncc,  Pa.,  Nc7V  York,  Ontario  &"  IVcstrr/i  J^iiilroaJ. — The  combina- 
lion   (lepol   of  the   New  York,  ( )nlari()   &:   Western    Railroad  at   Providence,    I'a.,   shown   in    Kig.  472, 


Fic.  472.  —  F'ersi>ective. 


262 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


copied  from  The  Engineering  Magazine,  December,  1891,  is  a   single-story  frame  structure,  24  ft.  X 
64  ft.,  divided  into  a  waiting-room,  office,  and  freight-room. 

Combination  Depot  at  Farmersville,  Tex.,  Gulf,  Colorado  &=  Santa  Fe  Railroad. — The  combination 
depot  of  the  Gulf,  Colorado  &  Santa  Fe  Railroad,  now  part  of  the  Atchison,  Topeka  &  Santa  Fe 
Railroad  System,  shown  in  F'igs.  473  to  475,  designed  by  Mr.  W.  J.  Sherman,  Chief  Engineer,  G.,  C.  & 
S.  F.  R.  R.,  is  a  single-story  frame  structure,  20  ft.  X  152  ft.,  surrounded  by  platforms  on  all  sides. 
One  end  of  the  building  is  used  for  the  passenger  service  and  has  low  platforms  surrounding  it,  while 
the  other  end  is  used  for  a  freight-room  witli  high  platforms  adjoining  it.  The  ground-plan  is  divided 
into  an  office,  10  ft.  X  16  ft.,  with  a  3-ft.  bay-window  projection  on  the  track  side;  a  gentlemen's 
waiting-room,  14  ft.  X  20  ft.,  and  a  ladies'  waiting-room,  14  ft.  X  20  ft.,  connected  by  a  4-ft.  passage- 
way at  the  back  of  the  office,  tickets  being  sold  to  passengers  in  either  room  from  ticket-windows  at 
the  rear  angles  of  the  office;  an  express-office,  14  ft.  X  20  ft.;  and  a  freight-room,  20  ft.  >;  100  ft., 
with  a  small  space,  6  ft.  X  10  ft.,  partitioned  off  as  a  baggage-room.     There  is  an  8-ft.  water-tub,  9  ft 


Fig.  473. -Front  Elevation. 


high,  provided  at  the  end  of  the  freight-house  to  collect  the  rain-water  from  the  roof,  which  is  an 
essential  feature  in  this  section  of  the  country.  The  top  of  the  low  platform  is  placed  6  in.  above  the 
top  of  the  rail,  and  the  face  of  the  platform  is  set  4  ft.  6  in.  from  the  centre  of  the  track.  The  freight 
platform  is  set  3  ft.  6  in.  above  the  top  of  the  rail,  and  is  7  ft.  wide  on  the  front  and  the  rear  of  the 
building  and  12  ft.  vi^ide  at  the  end  of  the  freight-room.  The  high  platform  is  connected  with  the 
low  platform  at  the  front  and  the  rear  of  the  building  by  steps.  The  face  of  the  freight  platform  on 
the  front  of  the  building  is  set  11  ft.  6  in.  from  the  centre  of  the  track.  The  Iieight  of  frame  in  the 
freight-room  is  1 1  ft.  from  floor  to  plate,  and  the  height  of  frame  in  the  passenger  rooms  is  14  ft.  The 
low  platform  around  the  passenger  part  of  the  building  is  7  ft.  wide  on  the  rear  and  the  end  of  the 

building,  14  ft.  wide  in  front  of  the  jiassenger  part  of  the 
building,  and  7  ft.  wide  in  front  of  the  high  freight  platform 
along  the  freight-room,  and  it  is  extended,  9  ft.  in  width, 
along  the  track  each  way  from  the  building,  so  as  to  make  a 
total  low-platform  track-frontage  of  250  ft. 

This  building  is  especially  to  be  recommended  for  the 
very  good  ground-plan  layout  and  for  the  cheapness  and 
simplicity  of  the  design.  It  is  built  throughout  of  wood  on 
timber  foundations,  with  a  4-in.  frame,  sheathed  on  the  out- 
side with  upright  boards  and  battens,  ceiled  in  the  interior  of  the  offices  and  passenger  rooms  with 
i-in.  tongued  and  grooved  boards,  and  roofed  with  shingles  on  sheeting.     The  principal  materials 


Fig.  474. — End  Elevation  and  Cross- 
section. 


Fig.  475.— Ground-plan. 


COMBINATION  DEPOTS.  263 

used  arc  found. uiun  blocks  of  round  limber,  12  in.  to  15  in.  in  diameter;  sills,  3  in.  X  12  in.,  notched 
onto  the  blocks;  joists,  2  in.  X  lo  in.  in  the  waiting-rooms,  offices,  and  passenger  platforms,  and 
3  in.  X  10  in.  in  the  freight-rooms  and  freight  platforms;  plates,  4  in.  X  4  in.;  corner,  door,  and 
window  studs,  4  in.  X  4  in.;  intermediate  studs,  2  in.  X  4  in.;  nailers,  2  in.  X  4  in.;  rafters,  2  in.  X  4 
in.,  spaced  24  in.  centres;  ceiling-joists,  2  in.  X  8  in.;  ridge-piece,  i  in.  X  6  in.;  ties  for  ceiling-joists, 
I  in.  X  6  in.;  roof-brackets,  2  in.  X  4  in.;  outside  sheathing,  i  in.  X  12  in.,  with  O.  G.  battens; 
interior  ceiling,  i-in.  tongued  and  grooved  boards;  roof-sheeting,  i  in.  X  4  in.  The  passenger  doors 
are  7  ft.  6  in.  X  3  ft.;  the  express-office  doors  are  7  ft.  6  in.  X  4  ft.  6  in.,  hung  in  pairs;  the  office- 
doors  are  7  ft.  X  2  ft.  6  in.;  and  the  freight-doors  are  7  ft.  wide  X  7  ft.  6  in.  high,  hung  in  pairs, 
sliding  sideways  each  way  from  the  opening.  All  the  outside  doors  have  transom-lights  overhead. 
There  are  three  i6-in.  brick  flues  hung  in  the  roof  for  stoves  in  the  waiting-rooms  and  offices. 

Combination  Depots,  Port  Union  ^Northwestern  Kaiiiaay. — The  depots  along  the  line  of  the  Port 
Huron  &  Northwestern  Railway  are  cheap,  single-story,  wooden  structures  of  the  i  ombination  style. 
Mr.  .v.  L.  Reed,  Chief  Engineer,  states  that  for  settlements  of  a  few  himdred  inhabitants  the  standard 
building  in  use  is  16  ft.  wide  by  40  ft.  to  50  ft.  long,  costing  comiilete,  including  platforms,  about  $600. 
For  towns  of  about  one  thousand  or  more  inhabitants  the  standard  building  usually  adopted  is  20  ft. 
wide  and  70  ft.  or  more  in  length,  costing  about  |!iooo. 

Standard  Comlunation  Depot,  Maeon  es'  Pirinin,i:;/iam  Railroad. — The  standard  combination  depot 
of  the  Macon  &  Birmingham  Railroad  is  fully  illustrated  in  the  issue  of  Engineering  Neivs  of  May 
26,  1892. 


264  BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS. 


CHAPTER    XX. 

FLAG-DEPOTS. 

Flag-stations  on  railroads  are  stations  of  minor  importance  at  which  onl\-  a  limited 
number  of  trains  stop, — usually  on  flag  ;  hence  the  name.  In  reality  flag-depots  are  small  pass- 
en"-er  depots  at  unimportant  local  stations,  and  they  are  frequently  called  second,  third,  or 
fourth-class  passenger  depots,  according  to  the  classification  adopted  by  the  railroad  company. 
It  follows,  therefore,  that  the  division  between  flag-depots  and  local  passenger  depots  is  diffi- 
cult to  maintain  in  discussing  the  subject,  as  in  practice  the  passage  from  one  class  of  build- 
ings to  the  other  is  not  clearly  defined. 

The  business  at  flag-stations  is  necessarily  hmited.  Where  there  is  a  freight  business  as 
well  as  a  passenger  trade,  a  small  combination  depot  is  usually  erected.  In  other  cases,  a 
separate  passenger  building  is  constructed  in  addition  to  a  small,  separate  freight-house.  In 
the  great  majoritj-  of  cases,  however,  flag-stations  have  onlj-  a  depot  building  with  accommo- 
dations for  the  passenger  business,  as  the  small  amount  of  freight  at  such  a  station,  if  any,  is 
handled  on  the  platforms,  or  else  separate  tracks  and  facilities  are  provided  for  it. 

The  simplest  form  of  flag-depot  consists  of  an  open  or  a  covered  platform.  The  next 
step  is  the  adoption  of  shelters,  described  in  a  previous  chapter,  which  are  a  special  form  of 
platform  roofs  usually  enclosed  on  three  sides  and  open  towards  the  track.  In  other  cases, 
especially  in  northern  climates,  an  open  shelter  is  too  exposed,  and  a  frame  building  with 
one  small  room  is  erected,  the  house  being  placed  in  charge  of  the  track  foreman  employed 
in  the  vicinity,  who  keeps  the  place  clean  and  sees  that  the  door  is  unlocked  during  the  day 
or  at  train  time.  The  structures  thus  far  described  are  used  at  stations  where  there  is  no 
agent,  and  it  is  simply  desired  to  provide  a  place  for  the  passengers  to  congregate  and  be  pro- 
tected, to  a  more  or  less  extent,  from  the  heat  of  the  sun  or  during  stormy  weather  pending 
the  arrival  of  trains.  As  soon  as  a  station  gains  in  importance  sufficiently  to  warrant  a  station- 
ao-ent,  flag-depots  are  used  with  an  office  in  addition  to  waiting-rooms.  According  to  the 
local  requirements,  there  is  either  one  general  waiting-room  or  else  there  are  separate  wait- 
ing-rooms for  ladies  and  gentlemen.  Small  baggage-rooms  to  store  baggage  in,  and  sometimes 
a  special  room  for  express  matter,  have  to  be  added.  In  other  cases  a  separate  telegraph-ofifice, 
a  signal-tower,  or  toilet-rooms  are  found  to  be  desirable.  A  very  usual  feature  of  a  flag- 
depot,  especially  in  sparsely  settled  sections  of  the  country  or  where  a  station  is  located  some 
distance  from  the  settlement  proper,  is  to  connect  some  living-rooms  or  a  complete  dwelling- 
house  with  the  depot  building  for  the  depot-help  or  the  agent  and  his  family  to  live  in.  There 
arc  designs  where  the  building  takes  the  character  of  a  dwelling,  with  only  one  or  two  rooms  on 
the  ground-floor  reserved  for  an  ofifice  and  waiting-rooms,     In  other  cases,  the  main  part  of  the 


FLAG-DEPOTS.  265 

building  is  devoted  to  the  passenger  service,  and  ihcrc  aic  simply  one  ui  seveial  lounis  for 
dwelling  purposes  added,  either  in  an  annex  or  in  an  upper  story.  The  local  conditions  and 
requirements  will  govcn  the  selection  of  the  design  in  each  particular  case. 

The  location  of  a  flag-depot  should  be  alongside  of  the  passenger  tracks.  There  should 
be  a  low  platform  in  front  of  the  building,  extended  along  the  track  for  whatever  length  it  is 
thought  desirable.  Relative  to  the  division  of  the  interior,  the  structure  will  usually  be  so  limited 
that  general  rules  would  not  be  of  much  use.  However,  it  can  be  said,  that,  where  a  separate 
office  is  to  be  maintained,  it  is  desirable  to  have  a  bay-window  extension  on  the  track  side, 
excepting  in  the  simplest  and  smallest  class  of  fiag-depots.  The  waiting-room  should  adjoin 
the  ticket-ofifice,  and,  where  there  are  separate  waiting-rooms  for  gentlemen  and  ladies,  it  is 
desirable,  although  not  essential,  that  there  should  be  a  separate  ticket-window  for  each  room. 
The  movement  of  baggage  at  the  class  of  depots  under  discussion  is  so  small,  and  as  it  is 
handled  almost  exclusively  on  the  platforms,  the  location  of  the  baggage-room,  where  one  is 
introduced,  is  not  a  matter  of  great  importance.  Where  feasible,  however,  it  is  desirable  to 
have  the  baggage-room  facing  the  track,  or  at  one  end  of  the  building,  at  the  most  convenient 
location  to  allow  baggage  to  be  handled  to  and  from  trains  and  to  and  from  teams.  Where  a 
dwelling  is  attached  to  the  depot,  it  is  desirable  to  have  a  private  entrance  to  the  dwelling 
independent  of  the  waiting-rooms. 

Relative  to  the  style  of  structure  to  use  for  a  flag-depot,  the  existing  requirements  and 
the  importance  of  the  locality  will  govern.  Flag-depots  in  cities  or  at  important  suburban 
settlements  are  frequently  built  very  substantially  and  artistically,  while  similar  buildings  in 
thinly  populated  districts  on  a  pioneer  railroad  need  not  be  anything  more  than  the  cheapest 
frame  structure  suitable  for  the  purpose.  The  question  of  loss  in  ca-e  of  fire  is  not  serious, 
and  would  not  warrant  alone  the  construction  of  a  more  costly  and  fire-proof  structure,  as  the 
value  of  the  structure  and  the  baggage,  that  might  be  stored  in  the  building  at  the  time  of 
the  fire,  would  be  presumabl>-  small.  An  examination  of  the  illustrations  and  descriptions  for 
flag-depots  given  further  below  will  show  the  great  variety  and  difference  existing  in  tliis 
country  in  the  structures  adopted  for  the  accommodation  of  the  passenger  business  at  flag- 
stations.  On  Northern  and  Western  roads  the  plainest  class  of  frame  structures  without  any 
attempt  at  ornamentation  are  utilized;  while  on  Southern  roads  and  on  the  more  important 
Northern  and  Western  roads,  frame  structures  with  more  or  less  attempt  at  ornamentation  and 
artistic  finish,  especially  in  the  line  of  cottage  architecture,  are  in  vogue.  In  the  more  thickly 
settled  sections  of  the  East  and  in  and  around  the  large  cities  of  the  country,  flag-depots  are 
invariably  finished  off  as  handsomely  as  other  depots  on  the  line,  and  in  some  cases  in  the 
most  substantial  and  best  manner  possible,  as,  for  instance,  the  standard  brick  flag-depot  of 
the  Pennsylvania  Railroad,  illustrated  below. 

Relative  to  the  materials  in  use,  it  follows  from  above  remarks  that  no  general  rule  can 
be  established.  In  the  majority  of  cases,  however,  frame  structures  are  used,  sheathed  on  the 
outside  with  plain  boards  or  ornamental  siding  and  shingles,  and  roofed  with  shingles,  tin,  or 
slate.  Stone  buildings  exi.st  in  isolated  instances.  For  a  substantial  building,  however,  a  brick 
structure,  with  stone  trimmings,  slate  roof,  antl  ornamental  gable-ends,  cornices,  ridge-cresting 
and  finials,  is  used  very  extensi\-ely. 

It  can  be  said,  in  general,  that  all  rules  establi.-^hed   for  designing  local  passenger  depots 


266 


BUILDINGS   AND   STRUCTURES   OF   AMERICAN  RAILROAD''^. 


will  apply  to  flag-depots,  excepting  that  in  the  latter  the  rules  need  nut  necess^-i'ily  be  followed 
where  the  size  of  the  building  and  the  simplicity  of  the  structure  renders  i^  difificult  or  impos- 
sible to  do  so. 

After  these  general  remarks  on  the  subject,  the  following  descriptions  aiid  illustrations  of 
depot  buildings  in  use  in  this  country  at  flag-stations  or  minor  stations  of  railroads  will  prove 
interesting. 

Frame  Flag-depot  at  St.  Paul,  Minn.,  Minnesota  &=  Northwestern  Railroad. — The  flag-depot  of 
the  Minnesota  &  Northwestern  Railroad,  used  on  the  Motor  Line  in  the  suburbs  of  St.  Paul, 
Minn.,  designed  by  Mr.  C.  A.  Reed,  Supervising  Architect,  M.  &  N.  W.  R.  R.,  shown  in  Figs.  476 
to  479,   consists  of    a  single-story   frame   structure,   12   ft.  X  20  ft.,  sheathed  on   the  outside  with 


Fig.  476, — Front  Elevation. 


Fig.  477. — End  Elevation. 


horizontal  and  diagonal   siding  and  ornamental  shingles,  in  panels.     The   interior  is  divided   into  a 
ticket-office,  11  ft.  X  6  ft.;  and  a  waiting-room,  11  ft.  X  12  ft.  6  in.     The  clear  height  of  the  room  is 


Fig.  47S. — CROss-SEgTiON. 


Fig.-  47g. — Ground-plan. 


1 1  ft.  There  is  a  stove  set  in  the  partition  between  the  ticket-office  and  the  waiting-room,  so  as  to 
iieat  both  rooms.  The  doors  arc  2  ft.  6  in.  X  7  ft.  The  windows  have  8  lights,  each  12  in.  X  18  in. 
The  foundations  are  posts  set  on  blocking  in  the  ground.  The  principal  timbers  are  sills,  8  in.  X  8 
in.;  floor-joists,  2  in.  X  10  in.;  and  2-in.  X  4-in.  studs,  plates,  nailers,  rafters,  and  ceiling-joists. 

Frame  Flag-depot,  Fottsrille    Branch,    Letiigli    Valley  Railroad. — The   flag-dejiot   in   use    on    the 
I'ottsville  Branch  of  the   Lehigh  Valley  Railroad,  shown  in  Figs.  480  to  482,  designed   by  Mr.  Y.  E. 


FLAG-DEPOTS. 


267 


Schall,  and  built  under  the  direction  uf  Mr.  Wni.  Y .  I'ascoe,  Superintendent  of  Bridges  and  Buildings, 
L.  V.  R.  R.,  consists  of  a  single-story  frame  structure,  21  ft.  X  13  ft.,  sheathed  on   the  outside  with 


Fig.  480. — Front  Elevation. 


Fig.  4S1.— End  Elevation. 


matched  diagonal  sheathing  and  uprigiit  ornamental 
boarding,  and  roofed  with  slate.  The  interior  con- 
sists of  one  large  room,  in  one  corner  of  which  a  space, 
6  ft.  X  8  ft.,  with  a  hexagonal  bay-window  extension,  2 
ft.  X  6  ft.,  is  partitioned  off  by  a  railing  for  an  office. 
The  entrance  door  to  the  office  in  the  railing  has  a 
shelf  for  tlie  use  of  agents  in  selling  tickets,  etc.  The 
roof  is  finished  off  very  handsomely  with  galvanized 
iron  ridge-cresting,  finials,  and  smoke-flues.  There 
is  a  semaphore  signal  projecting  above  the  roof  in 
front  of  the  bay-window,  as  the  stations  are  used  as 
block-signal  stations.  The  foundations  of  the  build- 
ing are  brick  or  stone  piers.  There  is  a  low  platform  '''°-  482.-Ground-plan. 
extending  around  rhe  building  on  all  sides,  8  ft.  wide  on  the  face,  and  5  ft.  6  in.  wide  on  the  rear  and 
sides.  The  top  of  the  platform  is  set  11  in.  above  the  top  of  rail,  and  4  ft.  6  in.  from  the  centre 
of  the  track.  The  platform  has  a  rise  of  3  in.  The  principal  timbers  used  are,  sills,  4  in.  X  6  in.; 
floor-joists,  3  in.  X  lo  in.;  corner-posts,  4  in.  X  6  in.;  studding,  3  in.  X  4  in.;  plates  and  nailers,  3  in- 
X  4  in.;  ceiling-joists,  3  in.  X  8  in.;  rafters,  2  in.  X  6  in.  The  interior  of  the  room  is  ceiled  with 
yellow-pine  narrow  tongued  and  grooved  boards,  and  wainscoted  for  4  ft.  in  height  from  the  floor. 
The  clear  height  of  the  interior  is  13  ft.  6  in.  The  door  is  2  ft.  10  in.  X  7  ft.  The  windows  have  8 
lights,  each  12  in.  >   18  in. 

Frame  Flag-Ji-pot  at  Wayne  Station,  Pa.,  Ptiinsylvania  Railroad . — The  flag-depot  on  the  German- 
town  &  Chestnut  Hill  Brancli  of  the  Pennsylvania  Railroad,  at  Wayne  Station,  Pa.,  shown  in 
perspective  in  Fig.  483,  is  a  single-story  frame  structure,  with  an  ornamental  frame  exterior,  and 
roofed  with  slate.  The  foundations  are  stone  walls.  The  panelling  of  the  exterior,  the  cornices, 
roof-brackets,  and  gable-ends  are  finished  in  a  very  handsome  and  artistic  manner,  so  that  this  design 
can  serve  to  illustrate  how  effective  and  ornamental  a  structure  can  be  erected  in  wood. 

Frame  Flag-depot,  Ohio  Valley  Railway. — The  standard  design  for  a  flag-depot  of  the  Ohio  Valley 
Railway  is  a  plain,  one-story  frame  building,  26  ft.  X  16  ft.,  roofed  with  shingles,  and  divided  by  a 
central  partition  into  a  general  waiting-room,  13  ft.  X  15  ft.;  and  a  baggage-room,  12  ft.  X  15  ft. 
There  is  a  9-in.  X  9-in.  flue  at  the  centre  of  the  building.  The  design  of  the  exterior  is  similar  to 
the  standard  local  passenger  depot  of  the  same  railroad,  illustrated  in  Fig.  520,  the  most  striking 
feature  of  which  is  the  curved  roof  at  the  eaves,  and  the  knee-braces  under  the  roof  projection 
are  cut  to  a  bold,  semicircular  pattern.  The  outside  of  the  building  is  sheathed  with  vertical, 
horizontal,  and  diagonal,  plain  and  ornamental  boarding,  in  panels.  The  inside  finish  is  of  wood. 
The  vertical  siding  is  jjainted  a  Turkey  vermilion,  the  horizontal  and  diagonal  siding  a  very  light 
drab,  and  the  frames,  belt-courses,  etc.,  a  very  dark  red,  approaching  a  brown  color.  Mr.  C.  C. 
Genung,    Chief    Engineer,   Ohio  Valley  Railway,   who   designed  the  plans  for    these    depots,  states 


268 


BUILDINGS   AND    STRUCTURES   OF   AMERICAN   RAILROADS. 


that  a  very  neat,  small  flag-station  building,  about  12  ft.  X  15  ft.,  can  be  put  up  complete  for  $100, 
exclusive  of  platforms. 


hlC.    ^53. —  i'KRSl'ECl  [\  K. 


Frame  Flai:;-di'pot  at  Tabor,  Pa.,  Philadelphia  &=  Reading  Railroad. — The  flag-depot  at  Tabor, 
Ta.,  on  the  North  Pennsylvania  branch  of  the  Philadelphia  &  Reading  Railroad,  shown  in  Figs.  4S4 
to  487,  designed  by  Mr.  Frank  Furness,  architect,  is  a  single-story  frame  structure,  25  ft.  4  in.  X  16 


Fig.  484. — Front  F.i.kvation. 


Fig;  485. — End  Elevation. 


FLAG-DEPOTS. 


269 


ft.  4  in.,  with  shed-]il.uf(irni  roof  extension  at  each  end  of  tlie  building.     Tlie  outside  of  the  building 
is  sheathed  with    horizontal    and   vertical  matched  siding  and   ornamental   shingles,  in   panels,  and 


^ 


Fig.  4S6. — CRo.ss-SF.cTinN. 


"Fig.  4S7. — Ground-plan. 


roofed  with  slate.  The  projecting  roofs  with  supporting  brackets  are  finished  in  a  handsome  style. 
The  cornices,  ridge-cresting,  finials,  and  smoke-flue  are  of  galvanized  iron.  The  entire  design  is 
finished  off  very  artistically,  and  presents  a  very  liandsoine  appearance.  The  shed-platform  roof 
extensions  are  supported  by  one  post  at  each  end  of  the  building,  as  shown  on  the  plan.  The  inte- 
rior of  the  building  consists  of  one  general  waiting-room,  15  ft.  X  24  ft.,  with  a  clear  height  of  12  ft. 
4  in.  The  interior  is  finished  in  wood,  and  wainscoted  5  ft.  high  from  the  floor.  There  are  plat- 
forms on  all  sides  of  the  building,  10  ft.  wide  on  the  face,  and.  5  ft.  wide  on  the  rear  and  sides.  The 
platform  is  set  g  in.  above  the  top  of  rail,  and  5  ft.  6  in.  from  the  centre  of  the  track.  The  doors 
are  5  ft.  X  8  ft.,  hung  in  pairs,  panelled  and  glazed,  as  shown  on  the  plans,  with  transom  overhead. 
The  windows  are  },  ft.  6  in.  wide,  with  transom-lights  overhead.     The  foundations  are  stone  walls. 

Shtnc  Flag-depot  at  Forest  Hill,  N.  J.,  Ne7v  York  <5f  Greenwood  Lake  Railroad. — The  flag-depot 
of  the  New  York  &  Greenwood  Lake  Railroad  at  Forest  Hill,  N.  J.,  consists  of  a  small  stone 
single-story   structure,  roofed  with  slate,  as  shown  in    Fig.  488      Tiie   walls   are  rough   stone,  with 


t  rn.  _!> 


■  PERsrF.riivK. 


dressed  stone  for  corners,  string-courses,  cornices,  and  finish  of  windows  and  doors.  This  design  is 
of  the  general  style  used  very  extensively  for  small  depot  buildings  in  England  and  on  the  Continent. 
Frame  Flag-depot,  West  Shore  Railroad.- — The  flag-depots  known  as  class  "  A,"  adopted  for  the 
West  Shore  Railroad,  designed  by  Messrs.  Wilson  Uros.  &  Co.,  of  Philadelphia,  Pa.,  described  and 
illustrated  in  the  issue  of  the  Railroad  Gazette  of  A|-/ril  23,  1886,  and  also  in  the  issue  of  Engineer- 
ing News  of  March  31,  1888,  are  single-story  frame  structures  with  a  two-story  tower.  The  build- 
ing is  40  ft.  X  17  ft.,  and  it  is  divided  into  a  ticket-office,  9  ft.  X  20  ft.,  including  a  square,  3  ft.  X  9 
ft.,  bay-window  projection;  a  general  waiting-room,  16  ft.  X19  ft.;  a  baggage-room,  9  ft.  X  5  ft.;  a 
ladies'  room,  9  ft.  X7  ft.,  with  toilet-room  attached;   and  a  gentlemen's  toilet-room.      The  upper  i)art 


270 


BUILDINGS   AND   STRUCTURES  OF  AMERICAN  RAILROADS 


of  the  tower  over  the  ticket-office  is  used  as  a  signal-tower.  The  feature  of  this  design  is  that  in  the 
finish  of  the  exterior  there  are  four  different  standards  adopted,  all  of  which  correspond  to  the  same 
ground-plan  and  frame,  but  vary  in  minor  details  connected  with  the  tower,  chimney,  balcony, 
window-glazing,  and  form  of  roof.  Thus,  while  uniformity  in  the  ground-plan  and  the  frame  of  all 
the  depots  of  the  same  class  is  assured,  there  are  sufficient  changes  in  minor  details  of  the  exterior  to 
cause  each  building  to  have  certain  individual  characteristics. 

Frame  Flag-depot^  Pennsylvania  Railroad. — The  flag-depot  of  the  Pennsylvania  Railroad,  shown 
in   Figs.  489  to  491,  is  a  single-story  frame  structure,  53  ft.  X  21   ft.,  sheathed  on  the  outside  with 


Fig.  4S9. — Front  Elevation. 


Fig.  490. — End  Elev.\tion, 


German  siding  and  ornamental  shingles,  in  panels,  and  roofed  with  slate.  The  interior  is  divided 
into  a  gentlemen's  waiting-room;  a  ladies'  waiting-room;  and  a  ticket-office  with  an  octagonal  bay- 
window  projection.  The  building  is  surrounded  by  low  platforms  on  all  sides.  The  top  of  the  plat- 
form is  8  in.  above  the  top  of  rail  and  reaches  within  4  ft. 
6  in.  of  the  centre  of  the  track  along  the  face  of  the 
building.  The  platforms  at  the  rear  and  at  the  ends  of 
the  building  are  9  ft.  wide,  while  the  platform  along  the 
front  of  the  building  is  12  ft.  wide,  extended  each  way 
from  the  building  along  the  track,  the  extensions  being  8 
I  ft.  wide.  The  clear  height  of  the  rooms  is  13  ft.  The 
foundations  are  stone  walls,  18  in.  thick.  The  frame 
consists  of  3-in.  X  4-in.  studding,  covered  on  the  outside 
with  i-in.  rough  hemlock  sheathing  and  i-in.  German  siding.  The  walls  of  the  rooms  are  plastered. 
The  roof  consists  of  2-in.  X  8-in.  rafters:  2-in.  X  lo-in.  ceiling-joists;  2-in.  X  6-in.  collars;  3-in.  X 
8-in.  ridge-poles;  and  i-in.  rough  sheathing. 

Frame  Flag-depot  with  Dwelling,  Pennsylvania  Railroad.— The.  frame  flag-depot,  with  dwelling 
attached,  of  the  Pennsylvania  Railroad,  shown  in  Figs.  492  to  495,  consists  of  a  two-story 
frame  structure,  46  ft.  X  30  ft.     The  building  is  sheathed  on   the  outside  with   narrow  white-pine 


Fig.  491. — Ground-plan. 


rrrr   fWt 

rrrr  yrtt 
rnr  mr 


Fig.  492. — Front  Elevation. 


FLAG-DEPOTS. 


271 


Fig.  493. — End  Elevation. 


Fig.  495.— Second-floor  Plan. 


272 


BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS. 


tongued  and  grooved  boards,  and  ornamental  shingles,  in  panels,  and  roofed  with  slate.  Theie  is  a 
low  i2-ft.  platform  in  front  along  the  track,  extended  8  ft.  wide  each  wa)-  from  the  building.  The 
platform  is  8  in.  above  the  top  of  the  rail,  and  4  ft.  6  in.  from  the  centre  of  the  track.  The  total 
length  of  platform  facing  the  track  is  100  ft.  There  is  a  cellar  under  the  living-room,  7  ft.  6  in.  in 
height.  The  clear  height  of  the  first  story  is  10  ft.,  and  the  clear  height  of  the  second  story  is  8  ft. 
8  in.  The  first  floor  is  divided  into  an  office,  12  ft.  X  9  ft.,  with  a  4-ft.  X  12-ft.,  square  bay-window 
extension;  a  gentlemen's  waiting-room,  15  ft.  X  14  ft.  6  in.;  a  ladies'  waiting-room,  17  ft.  X  12  ft.  4 
in.;  a  kitchen,  13  ft.  X  15  ft.;  a  living-room,  12  ft.  X  15  ft.;  a  hall;  and  a  porch.  The  second  floor 
has  three  bedrooms  and  a  signal-tower  office,  12  ft.  X  13  ft.  The  bay-window  extension  of  the 
office  on  the  first  floor  is  carried  up  through  the  second  floor,  thus  affording  a  very  good  place  for  a 
signal-station.     A  signal-lamp  is  placed  in  front  of  the  building,  as  shown  on  the  plans. 

Brick  Flag-depot  -tinth   DiwUing,  Pennsylvania    Railroad. — The  brick   flag-depot,   with  dwelling 
attached,  of  the  Pennsylvania  Railroad,  shown  in   Figs.  496  to  501,  designed  and  adopted  in  1884 


Fig.  496. — Front  Elevation. 


Fig.  497. — Rear  Elevation. 


by    Mr.  Wm.   H.   Brown,   Chief  Engineer,  P.  R.  R.,  consists  of  a  two-story  brick   building,   roofed 
with  slate.     The  size  of  the  building  is  35  ft.  6  in.  X  26  ft.  6  in.,  L-shaped.     There  is  a  i6-ft.  plat- 


FiG.  4gS. — End  Elevation. 


Fic.  499. — Cellar-plan. 


form  on  the  front  of  the  building,  81  ft.  in  length  along  the  track,  which  platform  is  roofed  with  a 
single-post,  ornamental  platform  roof.     The  platform  is  a  low  platform,  and  reaches  within  4  ft.  6  in. 


FLAG-DEPOTS.  273 

of  the  centre  of  the  track.     The  platform  on  the  side  of  the  building  is  5  ft.  wide.     There  is  a  ceUar 


Fig.  501. — Second-floor  Plan. 


Fig.  500. — Ground-plan. 

built  under  one  end  of  the  l)uilding,  with  a  furnace.  The 
first  floor  is  divided  into  a  ticket-office,  6  ft.  7  in.  X  8  ft., 
including  a  2-ft.  6-in.,  sijuare  bay-window  projection;  a 
general  waiting-room,  17  ft.  X  15  ft.;  a  living-room,  14  ft. 
5  in.  X  II  ft.  6  in.;  a  kitchen,  11  ft.  X  10  ft.  9  in.;  and  a 
vestibule.  The  second  story  has  four  bedrooms.  The 
foundations  are  stone  walls,  16  in.  thick.  The  brick 
walls  of  the  lower  story  are  12  in.  thick,  with  wooden 
ornamental  panels  inserted  at  the  doors.  The  windows 
have  dressed  flagstone  sills.  The  slate  roof  is  finished  off 
with  galvanized-iron  cornices,  ridge-cresting,  and  finials. 
The  gable-ends  of  the  upper  story  are  sheathed  with 
matched  siding  and  ornamental  shingles,  in  panels.  The 
smoke-flue  is  of  brick,  with  stone  cap.  The  roof  projec- 
tions over  the  platform  and  the  single-post  platform  roof 
are  finished  in  a  very  ornamental  and  artistic  manner. 

Frame  Flag-depot  with  Dwelling  at  Priiicipio,  Md.,  Philadelphia,  Wilniiiigton  c^  Baltimore 
Railroad. — The  flag-depot,  with  dwelling  attached,  of  the  Philadelphia,  Wilmington  &:  Baltimore 
Kailroad  at  Principio,  Md.,  designed  by  Mr.  S.  T.  Fuller,  Chief  Engineer,  P.,  \V.  &  V,.  R.  R.,  described 
and  illustrated  in  the  issue  of  the  Railroad  Gazette  of  May  17,  1878,  consists  of  a  two-story  frame 
structure  with  French  mansard  roof,  and  a  single-story  anne.x  for  a  kitchen.  The  size  of  the  build- 
ing is  21  ft.  X  36  ft.  The  first  floor  lias  a  waiting-room,  a  living-room,  a  ticket-office,  a  kitchen,  and 
two  verandas.  The  upper  floor  has  two  bedrooms.  The  foundations  are  stone  walls.  Tiie  outside 
of  the  building  is  sheathed  with  horizontal  and  vertical  matched  siding,  in  panels,  with  a  heavy  orna- 
mental wooden  cornice.      The  roof  is  covered  with  slate. 

Frame  Flag-depot,  with  Dwelling,  Northern  Pacific  Railroad. — The  design  for  a  flag-depot, 
with  dwelling  attached,  of  the  Northern  Pacific  Railroad,  shown  in  Figs.  502  to  504,  designed 
by  Mr.  C.  B.  Talbot,  consists  of  a  single-story  frame  structure,  18  ft.  X  46  ft.,  sheathed  on  the  out- 
side with  upright  boards  and  battens,  and  roofed  with  shingles.  The  finish  of  the  exterior  is  plain 
and  cheap.  The  height  of  the  rooms  is  10  ft.  in  the  clear.  The  interior  is  divided  into  a  waiting- 
room,  12  ft.  X  18  ft.;  an  office,  8  ft.  X  1 1  ft.;  a  baggage-room,  7  ft.  X  8  ft.;  two  bedrooms,  each  9  ft. 
X  12  ft.;  a  living-room,  12  ft.  X  14  ft.;  and  a  kitchen,  9  ft.  X  12   ft.     The  building  has  a   12-ft.  low 


274 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


platform  along  tlie  front  facing  the  track,  a  12-ft.  |>latform  at  the  end  of  the  building  next  to  the 
waiting-room,  and  a  6-ft.  platform  on  the  rear.  The  platform  is  set  16  in.  above  the  top  of  the  rail, 
and  6  ft.  from  the  centre  of  the  track,  with  two  steps  leading  down  to  the  track.     The  platforms  have 


Fig.  503. — Cross-section. 


Fig.  504. — Gkound-plan. 


a  rise  of  2\  in.  The  building  is  built  without  a  frame,  consisting  of  two  layers  of  boards  nailed  to  the 
sills  and  plates.  The  foundations  consist  of  posts  set  in  the  ground  on  blocking.  The  principal 
timbers  used  consist  of  6-in.  X  lo-in.  sills;  2-in.  X  lo-in.  floor-joists,  spaced  6  in.  centres,  spanning 
9  ft.;  ceiling-joists,  2  in.  X  6  in.,  sjiaced  24  in.  centres;  plates,  2  in.  X  6  in.,  upright;  rafters,  2  in.  X 
6  in.,  spaced  24  in.  centres.  There  are  two  6-in.  terra-cotta  flues  in  the  building.  The  doors  are  2 
ft.  8  in.  X  6  ft.  8  in.  X  i-|^  in.     The  windows  have  8  lights,  each  14  in.  X  18  in. 

Frame  Flag-depot  with  Dwelling  at  Magnolia,  Del.,  Philadelphia,  Wilmington  er"  Baltimore 
Railroad. — The  frame  flag-depot,  with  dwelling  attached,  at  r.Iagnolia,  Del.,  on  the  Philadelphia, 
^Vilmington  &  Baltimore  Railroad,  part  of  the  Pennsylvania  Railroad  System,  shown  in  Figs.  505 
to  507,  consists  of  a  two-story  frame  structure,  45  ft.  X  30  ft.,  very  similar  in  exterior  design  to  the 
frame  flag-station  building  of  the  Pennsylvania  Railroad,  illustrated  in   Figs.  492  to  495.     The  out- 


FiG.  505. — Front  Elevation. 


FLAG-DEPOTS. 


275 


side  is  sheathed  witli  narrow  white-pine  tongued  and  grooved  boards  and  ornamental  sliingles,  in 
panels,  and  roofed  with  shite.  The  building  has  a  low,  12-ft.  wide  platform  in  front  along  the  track, 
extended  8  ft.  wide  each  way  from  the  building.     There  is  a  cellar  under  the  living-room,  7  ft.  6  in. 


Fig.  506. — Ground-plan. 


Fig.  507.— Second- floor  Plan. 

high.  The  clear  height  of  the  first  story  is  10  ft.  and  the  clear  height  of  the  second  story  is  8  ft.  8 
in.  The  first  floor  is  divided  into  an  office,  12  ft.  X  12  ft.,  with  a  hexagonal,  3-ft.  6-in.  X  12-ft.,  bay- 
window  extension;  a  gentlemen's  waiting-room,  15  ft.  X  14  ft.  6  in.;  a  ladies'  waiting-room,  17  ft.  X 
12  ft.  4  in.;  a  living-room,  12  ft.  X  15  ft.;  a  kitchen,  13  ft.  X  15  ft.;  a  hall;  and  a  porch.  The  second 
floor  has  four  bedrooms. 

Fla^-dcpots,  Chicago  &=  Northwestern  Railroad.- — In  the  issue  of  the  Inland  Architect  and  News 
Record,  Vol.  10,  No.  6,  a  number  of  flng-station  depot  buildings  are  illustrated,  which  were  designed 
by  Cobb  &  Frost,  architects,  Chicago,  111.,  for  the  Chicago  &  Northwestern  Railroad.  The  depots 
illustrated  are  at  West  Fifty-second  Street,  Chicago;  Wayne  Station;  East  Elgin  Station;  Hayes  Sta- 
tion; and  Waukesha  Station. 


276 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


Flag-depot  at  Van  Buren  Street,  Chicago,  III.,  Illinois  Central  Railroad. — The  old  flag-depot  of  the 

Illinois  Central  Railroad  at  Van  Buren  Street,  Chicago,  111.,  consists  of  an  octagonal,  two-story  pavilion 

with  French  mansard  roof,  as  illustrated  in  the  issue  of  the  Railway  Review  of  June   28,  1879.      A 

porch  roof  surrounds  the  octagon  on  all  sides.     The   building  is  neatly  finished,  and  presents  a  very 

-ornamental  appearance,  but  it  is  out  of  the  run  of  the  usual  class  of  railroad  buildings. 

Flag-depot  with  Dwelling  at  Norwood  Park,  N.  V. — In  the  issue  of  Building  of  Sept.  1883, 
a  design  for  a  flag-depot  at  Norwood  Park,  N.  Y.,  with  dwelling  attached,  is  illustrated,  as  de- 
signed by  Mr.  J.  F.  Lyman,  architect,  Yonkers,  N.  Y.  The  structure  consists  of  a  two-story  frame 
building,  finished  very  artistically.  The  ground-floor  has  a  waiting-room,  23  ft.  6  in.  X  48  ft.  6  in.; 
a  ticket-office,  and  a  small  ladies'  toilet-room.  The  upper  story  has  a  living-room,  a  kitchen,  and 
two  bedrooms. 

Flag-depot  Design  with  Dwelling. — A  design  for  a  $3500  flag-depot,  prepared  by  Messrs. 
Leicht  &  Anderson,  architects,  is  published  in  Railroad  Topics.  The  materials  are,  first  story,  rock- 
faced  stone;  second  story,  shingle,  and  a  slate  roof.  The  ground-plan  has  a  general  waiting-room, 
a  baggage-room,  a  ticket-office,  toilet-rooms,  and  a.  porte  cochere. 

Flag-depot  at  Chestnut  Hill,  Mass.,  Boston  &"  Albany  Railroad. — The  flag-depot  at  Chestnut  Hill, 
Mass.,  on   the   Brooklyne   branch  of  the  Boston  &  Albany  Railroad,  shown   in  Figs.  508  and  509, 


Fig.   508. — PERSPECTrVE. 


Fig.  509. — Groi-nd-plan. 


designed  by  the  late  Mr.  H.  H.  Richardson,  architect,  Brooklyne,  Mass.,  plans  for  which  were  pub- 
lished in  the  Railroad  Gazette  of  Nov.  5,  1886;  in  the  Sanitary  Engineer,  Vol.  14;  and  in  the  American 
Architect  and  Building  Neivs  o{  Feb.  26,  1887,  is  a  small,  single-story,  granite  building,  with  brown- 
stone  trimmings,  and  roof  of  red  tiles.     The  principal  and  most  striking  feature  of  the  design  is  a  large 


FLAG-DEPOTS.  277 

porie  cochcre  on  the  rear  of  the  building,  tlie  lull  length  of  same,  the  drive-way  being  spanned  by  heavy 
granite  arches  in  line  with  the  ends  of  the  building.  The  interior  is  divided  into  a  general  waiting- 
room,  21  ft.  X  36  ft.;  a  small  baggage-room;  a  gentlemen's  toilet-room;  a  ladies'  waitihg-room;  and  a 
very  small  ticket-office.  From  an  architectural  and  artistic  standpoint  this  design  is  most  effective 
and  praiseworthy,  but  viewed  from  a  railroad-engineer's  standpoint  there  are  serious  defects  in  the 
ground-plan.  It  is  very  unusual  and  objectionable  to  have  a  gentlemen's  toilet-room  opening  from  a 
general  waiting-room;  an  entrance  from  the  outside  of  the  building  would  have  been  preferable. 
The  baggage-room  is  very  small,  although  probably  sufficient  for  the  storage  of  the  small  amount  of 
baggage  remaining  at  the  depot.  The  ticket-office  is  hardly  large  enough  to  warrant  being  called  an 
office,  so  that  two  windows  to  sell  tickets  from,  both  leading  into  the  same  waiting-room,  certainly 
seem  unnecessary. 

Flag-depot  at  Woodland,  Mass.,  Boston  &=  Albany  Railroad. — The  flag-depot  of  the  Boston  & 
Albany  Railroad  at  Woodland,  Mass.,  designed  by  the  late  Mr.  H.  H.  Richardson,  architect, 
Brooklyne,  Mass.,  plans  for  which  were  published  in  the  American  Architect  and  Building  News  of 
February  26,  1887,  consists  of  a  single-story  stone  structure,  36  ft.  X  16  ft.,  with  heavy,  sloping  roofs. 
The  facade  towards  the  railroad  is  designed  entirely  from  an  architectural  standpoint.  There  are 
stone  seats  under  the  sloping  roof,  alongside  of  the  bay-window  extension  to  the  main  building,  which 
serves  as  ticket-office.  The  interior  is  divided  into  a  general  waiting-room;  a  baggage-room;  a  ladies' 
toilet-room;  a  gentlemen's  toilet-room;  and  a  ticket-office.  The  arrangement  of  the  ground-plan  has 
a  large  number  of  very  objectionable  features. 

Flag-depot  at  Wahan,  Mass.,  Boston  &'  Albany  Railroad. — The  flag-depot  of  the  Boston  & 
Albany  Railroad  at  Waban,  Mass.,  designed  by  the  late  Mr.  H.  H.  Richardson,  architect,  Brooklyne, 
Mass.,  plans  for  which  were  published  in  the  American  Architect  and  Building  Neivs  of  Feb.  26,  1887, 
is  a  small,  single-story  stone  structure,  with  tile  roof.  The  size  of  the  building  is  38  ft.  X  21  ft., 
divided  into  a  general  waiting-room;  a  baggage-room;  a  gentlemen's  toilet-room;  a  ladies'  toilet-room; 
and  a  small  ticket-office  located  in  a  round  bay-window  projection  at  one  corner  of  the  general 
waiting-room.     The  arrangement  of  the  interior  ground-plan  has  se>'eral  objectionable  features. 

Flag-depot  at  IVellesley  Hills,  Mass.,  Boston  &'  Albany  Railroad. — The  flag-depot  of  the  Boston 
&  Albany  Railroad  at  Wellesley  Hills,  Mass.,  designed  by  the  late  Mr.  H.  H.  Richardson,  architect, 
Brooklyne,  Mass.,  plans  for  which  were  published  in  the  American  Architect  and  Building  Abac's  of 
February  26,  1887,  is  a  single-story  stone  structure,  21  ft.  X  40  ft.,  with  round  bay-windows  at  the 
corners  of  the  front  of  the  building,  and  with  large,  sloping  roof.  The  interior  is  cut  up  considerably 
so  as  to  give  a  general  waiting-room;  a  ticket-office;  a  baggage-room;  a  ladies'  waiting-room,  with 
toilet-room  attached;  and  a  smoking-room,  with  toilet-room  attached. 


9jS  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


CHAPTER    XXI. 
LOCAL   PASSENGER   DEPOTS. 

Passenger  depots  solely  for  the  accommodation  of  the  passenger  business  of  a  railroad 
are  used  at  all  local  stations  of  railroads  where  the  passenger  business  is  of  sufficient  importance 
to  warrant  a  separate  building,  or  where  the  freight  business  is  handled  in  a  separate  building. 
The  size,  design,  and  class  of  structure  used  in  each  case  will  vary  materially,  according  to 
the  local  conditions  and  the  importance  of  the  station.  As  indicated  above  in  the  remarks 
on  flag-depots,  it  can  be  said  that  flag-depots  are  simply  small  local  passenger  depots,  the  dis- 
tinction between  the  two  being  very  hard  to  maintain,  as  the  change  from  one  group  to  the 
other  in  practice  is  frequently  imperceptible,  and  not  clearly  defined.  Railroads  adopting 
standard  sets  of  depot  plans  usually  divide  the  designs  into  classes,  flag-depots  being  the 
smallest  and  cheapest  class  of  structures.  The  requirements  for  and  the  division  of  the  interior 
of  local  passenger  depots  vary  considerably,  starting  with  a  small  building  containing  wait- 
ing-rooms, a  ticket-ofifice  and  a  baggage-room,  and  ending  with  large  two-story  structures  with 
capacious  waiting-rooms,  toilet-rooms,  smoking-room,  dining-room  and  appurtenances, 
baggage-room,  express-room,  mail-room,  telegraph-of^fice,  parcel-room,  news-stand,  supply- 
rooms,  rooms  for  conductors  and  trainmen,  and  offices.  Structures  of  the  latter  class 
approach  in  character  terminal  side-stations,  the  distinction  between  the  two,  however,  con- 
sisting in  the  feature,  that  in  a  terminal  side-station  the  tracks,  or  a  number  of  them  at  least, 
terminate  at  the  station,  while  in  a  large  first-class  local  passenger  depot  the  tracks  pass  by 
the  building.  At  terminal  stations  on  pioneer  railroads  and  in  small  towns  the  terminal 
passenger  depot  is  built  practically  the  same  as  a  large  local  passenger  depot.  It  will,  there- 
fore, be  readily  seen,  that  in  the  discussion  of  local  passenger  depots  the  remarks  are  neces- 
sarily general,  and  no  special  rules  can  be  established,  as  the  range  of  buildings  embraced 
under  the  term  of  local  passenger  depots  is  very  extensive. 

The  general  style  and  size  of  a  depot  building  will  depend  to  a  large  extent  on  the 
proposed  location  with  reference  to  the  topographical  features  of  the  site,  the  amount  of  land 
available,  the  facilities  required,  and  the  importance  of  the  locality.  The  size  and  ground- 
plan  layout  should  correspond  to  the  actual  requirements  of  the  business  to  be  expected  in 
the  near  future,  considering  also  the  possible  growth  of  the  town  or  settlement,  so  that 
subsequent  enlargements  of  the  structure  can  either  be  carried  out  easily  or  else  the  building 
made  large  enough  at  the  start  to  exclude  the  possibility  of  having  to  make  alterations  for  a 
great  many  years.  The  style  of  the  building  should  correspond  to  the  surroundings,  with  due 
regard,  however,  to  the  practical  uses  to  which  the  structure  is  to  be  devoted.  The  class  of 
buildine  materials  and  the  general  finish  of   the   building  will   depend   o\\   the  amount  of   the 


LOCAL   PASSENGER   DEPOTS.  279 

appropriation  set  aside  for  the  structure,  and  the  materials  fouutl  to  be  in  general  use  and 
easily  obtainable  in  each  particular  section  of  the  country. 

Local  passenger  stations  on  railroads  with  more  than  one  main  track  can  either  be  side- 
stations,  island-stations,  or  overhead-stations.  A  special  class  of  side-stations  are  so-called 
twill-stations  and  stations  witli  covered  platforms  or  shelters  on  the  opposite  side  of  the 
railroad  from  the  depot  building.  Junction-stations  occur  at  the  crossing-point  of  two 
railroads,  in  which  case  the  depot  building  is  located  in  the  angle  between  the  two  roads. 
Twin-stations,  in  other  words  two  .separate  depot  building.s,  are  used  at  junction  points  of 
railroads,  where  each  road  desires  its  own  depot.  They  are  also  used,  one  on  each  side  of  the 
railroad,  where  the  local  passenger  business  is  so  heavy  and  there  are  so  many  trains  running 
that  it  would  prove  a  source  of  great  inconvenience  or  danger  to  make  passengers  cross  the 
tracks  from  one  side  of  the  station  to  the  other.  Of  course  two  buildings  require  practically 
double  help  throughout,  but  there  are  conditions  and  localities  which  call  for  this  class  of 
station.  Overhead-stations  are  very  customary  for  railroads  entering  cities,  where  the  road- 
bed is  in  a  deep  cut  and  the  right  of  way  obtainable  is  limited  or  the  value  of  land  very  high. 
They  not  only  afford  a  means  of  maintaining  depots  on  the  railroad  company's  original  right 
of  way,  but  offer  the  advantages  of  an  island  and  a  side-station  combined.  One  set  of  offlces, 
waiting-rooms,  etc.,  serve  for  passengers  going  in  either  direction,  while  the  respective  plat- 
forms can  be  reached  from  the  depot  building  without  crossing  tracks  at  grade.  Island- 
stations,  that  is,  stations  with  the  depot  building  set  between  the  tracks,  which  are  spread  for 
this  purpose,  have  been  used  to  quite  an  extent  in  this  country.  In  case  there  are  four  tracks, 
and  the  inner  two  are  used  for  way-trains,  while  the  outer  two  are  used  for  express  trains, 
the  adoption  of  island-stations  offers  some  great  advantages.  But  to  make  this  method 
practical,  all  stations  on  the  railroad  should  be  island-stations,  which  it  is  not  always  feasible 
to  accomplish,  especially  in  running  through  towns  or  cities  where  the  right  of  way  is  limited, 
or  owing  to  the  proximity  of  bridges  it  is  im.possible  to  spread  the  tracks  to  accommodate 
the  island-depot.  In  addition,  the  use  of  the  outer  tracks  for  fast  trains  cannot  be  considered 
the  best  practice,  if  the  requirernents  of  the  local  freight  business  and  the  necessity  for 
having  sidings  into  factories  and  yards  along  the  route  arc  considered.  Some  four-track 
railroads  run  the  fast  trains  on  the  two  tracks  on  one  side  of  the  roadbed  and  the  local  trains 
on  the  other  two  tracks,  so  that  depots  located  alongside  the  latter  serve  the  local  passenger 
business  very  well.  But  at  stations  where  fast  and  local  trains  stop,  this  division  of  the  tracks 
loses  some  of  the  prominent  advantages  claimed  for  it.  At  such  stations  the  transferring  of 
trains  from  one  track  to  another  by  a  system  of  cross-overs  and  leaders  at  each  end  of  the 
station,  well  guarded  by  interlocking  block-signals,  offers  a  solution  of  the  problem  that  has 
been  quite  frequently  adopted.  It  can  be  said,  however,  in  general,  that,  excepting  where 
another  style  of  station  is  required  or  distinctly  indicated  by  the  local  conditions,  side-stations 
represent  the  most  general  practice  adopted  in  this  country  for  local  passenger  stations  on 
single,  double,  or  four-track  railroads. 

Local  passenger  depots  at  side-stations  have  the  objections  that,  where  the  railroad  is  a 
double-track  or  a  four-track  road,  passengers  are  obliged  to  cross  tracks  at  grade  to  get  to 
trains  on  the  far  tracks.  Where  the  business  of  the  road  is  very  heavy  and  the  crowds  to  be 
expected  at  the  depot  at  certain  times  are  large,  it  is  customary  to  place  an  open  or  covered 


38o  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

platform  or  a  shelter  on  the  opposite  side  of  the  raih'oad  from  the  depot  building,  thereby 
obviating  some  of  the  objectionable  features  of  side-stations.  At  important  points  this  plat- 
form or  shelter  is  connected  witli  the  main  depot  building  by  a  tunnel  or  subway  beneath  the 
tracks,  or  by  an  overhead  foot-bridge  over  the  tracks.  The  travelling  public  seems  to  have 
an  aversion  for  subterranean  passages,  yet  the  vertical  descent  and  ascent  is  fully  ten  feet  less 
than  the  height  tlie  passenger  has  to  overcome  in  passing  from  one  side  of  a  station  to  the 
other  across  an  overhead  foot-bridge.  Where  a  subway  can  be  properly  drained  and  kept 
well  ventilated  and  lighted,  it  should  be  preferred  to  an  overhead  foot-bridge,  which,  in 
addition,  blocks  the  view  along  the  road  to  a  certain  extent.  Subways  or  foot-bridges  are 
frequently  provided  by  railroad  companies,  so  as  to  have  a  strong  legal  point  in  defending 
any  suits  for  damages  resulting  from  accidents  to  travellers  while  crossing  the  tracks  to  get 
from  one  side  to  the  other  side  of  the  station.  It  is,  however,  customary,  where  a  subway  or 
a  foot-bridge  is  provided,  to  actually  prevent  travellers  crowding  across  the  tracks,  even  if  it  is 
at  their'own  risk,  by  putting  a  fence  between  the  main  tracks  or  fences  between  each  main  track 
and  the  outside  track  next  to  it,  in  which  latter  case  the  outside  tracks  are  used  for  local 
trains  and  the  inner  tracks  for  fast  trains  that  do  not  stop  at  the  station.  Where  the  outside 
tracks  on  a  four-track  railroad  are  used  for  freight-trains  only,  and  the  inner  tracks  for  all 
passenger  trains,  it  is  generally  impossible  to  turn  the  outside  tracks  away  from  the  main 
tracks,  so  that  passengers  are  forced  to  cross  a  freight  track  to  get  to  the  passenger  track. 
This  is  an  objection  which  generally  cannot  be  remedied,  and  has  to  remain,  calling  for  in- 
creased vigilance  and  care  on  the  part  of  trainmen  and  the  station  help. 

The  platforms  at  passenger  depots  are  always  low  platforms,  from  2  in.  to  i6  in.  above 
the  top  of  rail.  According  to  the  design  adopted,  they  surround  the  building  on  all  sides 
or  only  on  certain  sides.  The  platform  along  the  track  is  usually  extended  each  way  from 
the  building  for  some  distance,  so  as  to  give  a  longer  platform  frontage  for  trains.  The  width 
of  platforms  varies  in  different  designs  according  to  the  platform  space  required  to  handle 
the  travel.  Platforms  should  be  never  less  than  12  ft.  wide,  and  preferably  not  less  than  24  ft. 
The  conditions  governing  tlie  selection  of  the  height,  length,  and  width  of  platforms  at  pas- 
senger depots,  as  also  the  proper  materials  to  use,  according  to  the  circumstances  presented  in 
each  particular  case,  are  discussed  at  length  in  the  chapter  on  Platforms,  Platform-sheds,  and 
Shelters.  It  should  be  mentioned,  however,  that  platform  roof  projections  along  a  carriage- 
road  on  the  back  of  a  platform,  or  a  well-designed  portc  cocliirc,  are  a  source  of  great  con- 
venience to  travellers  arriving  or  leaving  in  carriages  during  stormy  weather. 

As  stated  above,  the  division  of  the  interior  of  a  local  passenger  depot  varies  greatly, 
according  to  the  requirements  in  each  case.  For  the  larger  class  of  local  depots  the  rules 
established  below  as  a  general  basis  for  terminal  side  depots  will  apply,  excepting  that  consid 
erable  liberty  could  be  taken  in  following  such  general  rules.  The  following  general  remarks 
will  apply  more  particularly  to  the  average-size  local  passenger  depot. 

The  ticket-office,  if  used  also  as  a  telegraph-office,  should  be  situated  at  the  front  of  the 
building,  facing  the  track,  with  a  bajMvindow  projection,  so  that  the  movement  of  trains  on 
the  track  can  be  readily  seen  from  the  interior  of  the  office.  There  should  be,  if  feasible,  sep- 
arate ticket-windows  for  each  waiting-room,  and  the  windows  shoidd  be  far  enough  apart  to 
allow  space  for  a  ticket  case  and  shelf  between  them,  without   requiring  the  ticket-seller  to 


LOCAL   PASSENGER   DEPOTS.  zSi 

move  far  in  passing  from  window  to  window.  Good  light  should  be  provided  at  day  and 
night  on  both  sides  of  the  ticlcet-window.  Selling  tickets  to  a  lobb}-  or  a  large  general  waiting- 
room  has  some  good  and  some  objectionable  features.  If  tickets  are  sold  to  a  lobby  or  a 
general  waiting-room,  a  large  number  of  passengers  after  purchasing  their  tickets  will  pass 
immediately  to  the  trains  or  platforms,  and  thus  tend  to  make  the  special  waiting-rooms  more 
private.  On  the  other  hand,  unless  special  windows  are  provided  for  ladies,  the  latter  will  be 
seriously  inconvenienced  when  large  crowds  are  at  the  depot.  If  the  ticket-office  is  not  used 
as  a  telegraphofifice,  it  need  not  be  located  on  the  track  side  of  the  house  ;  but  it  is  more 
advantageous  to  locate  it  thus  in  all  cases,  if  possible,  as  the  ticket-seller  can  keep  better 
advised  of  the  movement  of  trains.  Finally,  attention  should  be  called  to  the  desirability  of 
making  the  ofifices  large  enough  to  be  comfortable  and  convenient  for  the  employes,  ai^l  also 
to  allow  for  the  accommodation  of  extra  help,  if  the  business  at  the  stati^in  shoukl  increase 
aiul  recjuire  it.  • 

Relative  to  waiting-rooms,  it  can  be  said,  that  separate  waiting-rooms  for  gentlemen  and 
fdi  ladies  are  most  desirable.  But  where  there  is  only  one  general  waiting-room,  it  is  very 
inipiirlant  to  provide,  if  possible,  at  least  a  small  ladies'  parlor  with  toilet-room  attached. 
W'liere  there  is  a  special  Lulies'  waiting-room,  the  parlor  or  dressing-room  can  be 
dispensed  with,  and  the  toilet-room  open  immediately  fium  the  ladies'  waiting-room.  It 
is  very  bad  practice,  however,  to  allow  the  door  to  the  ladies'  toilet-room  to  lead  directly 
from  a  general  waiting-room.  Where  the  ladies'  waiting-room  is  not  completely  closed 
off  from  the  gentlemen's  waiting-room  or  from  the  general  waiting-room  or  corridor,  it  is 
desirable,  where  feasible,  to  j)lace  the  door  from  the  ladies'  waiting-room  to  the  toilet-room 
on  a  side  of  the  room  hidden  from  view  from  tlie  corridor  or  the  other  wailing-room.  If  this 
is  not  feasible,  it  is  customar_\'  to  put  up  a  screen  or  light  partition,  so  as  to  partial!}'  mask  the 
entrance  to  the  toilet-room.  The  toilet-room  for  gentlemen  should  never  have  a  direct  en- 
trance from  the  general  waiting-room.  There  is  no  objection,  however,  to  having  the  toilet- 
room  for  gentlemen  leatl  from  a  smoking-room  or  from  a  separate  waiting-room  for  gentlemen. 
But  the  best  plan  to  pursue,  when  the  ti.iilet-room  cannot  be  placed  in  the  mai'i  building  as 
an  extension  to  a  smoking-room  or  a  gentlemen's  waiting-room,  is  to  place  it  in  a  separate 
building  or  else  in  the  main  buikling  with  an  outside  entrance  from  the  rear  or  end  of  the 
building.  In  fact,  the  general  rule  should  prevail,  that  the  toilet-room  for  gentlemen  should 
be  accessible  from  the  outside  of  the  building.  Attention  should  also  be  calletl  to  the  advan- 
tages to  be  derived  from  introducing  a  generously  proportioned  and  coinfortably  fitted-up 
smoking-room.  It  will  not  only  accommodate  smokers,  but  it  will  draw  off  from  the  waiting- 
rooms  quite  an  undesirable  element,  as  cnn'grants,  laborers,  hackmen,  and  loungers  around  the 
(le[)()t. 

Relative  to  the  location  of  tlie  tUiors  in  the  waiting-rooms,  they  should  he  so  disijosed 
that  the  passengers  entering  from  the  rear  of  the  building  can  pass  to  the  ticket-window  and 
then  out  to  the  train  on  as  direct  a  route  as  possible.  Where  large  crowds  are  expected  at 
times,  and  the  doors  leading  to  the  train  side  of  the  house  are  kept  closed  till  trains  arrive  or 
are  ready  to  start,  it  is  desirable  to  have  the  doors  open  with  the  crowd  and  not  against  it. 
At  such  depots,  a  large  lobby  or  a   general   waiting-room   is  a  good  feature,  as  it  allows  large 


282  BUILDINGS  AND    STRUCTURES   OF  AMERICAN   RAILROADS. 

crowds  and  parties  to  pass  directl)-  to  the  train  without  tramping  through  or  blocking  the 
special  waiting-rooms. 

In  connection  vvitii  the  handling  of  crowds  going  to  trains,  a  word  should  be  said  about 
providing  exits  for  the  crowds  from  arriving  trains.  At  small  depots,  passengers  pass  along 
the  platform  and  around  the  building  to  the  street.  At  large  depots,  where  the  building  has  con- 
siderable front  along  the  track,  special  passage-ways  are  frequentl)'  provided  near  the  centre  of 
the  main  building  to  allow  passengers  to  pass  quickly  from  the  arriving  platform  to  the  street  at 
the  rear  of  the  building.  The  advantage  gained  is  that  arriving  crowds  leave  the  platform  sooner, 
and  do  not  conflict  with  the  throng  of  people  passing  from  the  waiting-rooms  to  the  train. 
The  passage  of  arriving  passengers  through  a  general  waiting-room,  lobby,  or  corridor,  w  hich 
is  used  for  outgoing  passengers  to  pass  through  in  going  to  trains,  is  very  bad  practice,  as  the 
outgoing  passengers  will  be  interfered  with  and  delayetl  in  buying  their  tickets,  checking  their 
baggage,  etc.  A  separate  passage-way  is  therefore  more  desirable,  in  case  the  incoming  travel 
and  the  length  of  the  building  demand  a  short  cut  to  the  street.  Excepting  in  very  long 
depot  buildings,  the  advantages  of  separate  exits  througli  the  building  for  incoming  passen- 
gers should  not  be  overestimated,  especially  if  the  convenient  and  practical  laj-out  of  the 
ground-plan  with  reference  to  outgoing  passengers  is  thereby  seriously  disturbed.  In  this  con- 
nection, the  design  of  depots  with  a  main  building  and  an  auxiliary  building  at  one  end  or  at 
both  ends,  separated  from  the  main  building,  but  connected  with  il  by  covered  platforms,  as 
shown  in  Figs.  564  to  566,  is  very  customary.  This  st\-le  of  design  offers  many  advan- 
tages, one  of  the  most  important  of  which  is  the  speed}-  manner  in  which  arriving  passengers 
can  leave  the  depot  without  interfering  with  departing  passengers. 

The  baggage-room  at  small  local  passenger  depots,  excepting  in  some  cases  at  junction 
points  where  passengers  change  trains,  need  not  be  very  large,  as  the  baggage  business  is 
handled  mainl}-  on  the  platform  next  to  the  baggage-room,  and  the  baggage-room  pioper  serves 
more  particular]}'  as  the  baggage-master's  office  and  for  the  storing  of  baggage  over  night. 
The  .same  remarks  hold  good  at  large  local  passenger  depots,  especially  for  the  incoming  bag- 
gage;  but  the  outgoing  baggage  is  more  liable  to  pass  through  the  baggage-room,  as  it  is  re- 
ceived on  the  street  side  from  wagons  and  passes  through  the  baggage-room  to  the  trains.  The 
location  of  the  baggage-room  should  be  such  that  baggage  can  be  easily  received  from  the  street 
side  and  also  delivered  to  the  street  side  of  the  depot.  There  should  be  considerable  i)latforni 
space  available  for  the  storing  of  baggage  under  cover,  and  the  baggage-room  should  be  located 
in  such  a  way  that  passengers  passing  along  the  platforms  are  not  blocked  by  the  baggage  and 
baeeacre-trucks,  that  will  necessarilv  accumulate  at  times  on  the  platform  around  the  baegase- 
room.  At  the  same  time,  however,  it  is  desirable  to  locate  it  so  that  passengers  can  reach  the 
baggage-room  in  passing  to  and  from  trains,  without  seriously  going  out  of  their  wa}-.  Where 
there  is  a  general  waiting-room  or  a  large  lobby  provided,  it  is  good  practice,  if  feasible,  to 
have  an  opening  or  window  leading  from  the  general  waiting  room  or  lobby  into  the  baggage- 
room,  so  that  passengers  can  leave  hand  baggage,  arrange  about  checking  baggage,  make 
inquiries,  etc.,  on  their  way  to  trains  after  purchasing  their  tickets  witho'.it  having  to  go  out- 
side of  the  building  around  to  the  entrance  to  the  baggage-room.  In  small  depots,  as 
outlineil  above,  this  feature  is  not  essential,  as  the  checking  of  baggage  is  usually  done  on  tin 
platform  in  front  of  the  baggage  room  ;  and,  in  any  event,  the  distance  the  passengers  would 


LOCAL   PASSENGER  DEPOTS.  283 

have  to  go  from  tlic  waiting-room  to  tlic  baggage-room  is  insignitie.mt.  Where  the  help  at 
the  depot  is  hmited,  and  the  agent  or  ticket-seller  has  to  attend  to  the  checking  of  baggage, 
the  location  of  the  baggage  room  near  the  ofificc  is  necessar}\  Where  the  volume  of  business 
warrants  maintaining  a  separate  baggage-master,  the  location  of  the  baggage-room  in  an 
auxiliary  building  has  advantages.  The  platforms  around  the  main  building  can  be  kept 
clear  of  baggage,  and  the  express-wagons  and  baggage-wagons  will  line  up  on  the  street  near 
the  baggage-room  awa)'  from  the  passenger  building  proper,  leaving  the  rear  of  the  mam 
buikiing  free  for  foot-passengers  antl  carriages.  The  remarks  in  reference  to  tlie  baggage 
business  apply  also  to  express-offices,  to  a  more  or  less  extent. 

At  dining-stations,  according  to  the  local  requirements,  small  lunch-counters  or  large  ex- 
tensive dining-rooms,  with  all  the  necessary  appurtenances,  are  provided.  Where  the  building  is 
two-story,  the  location  of  the  kitclicn  and  serving-rooms,  etc.,  on  the  second  flooi'  is  a  good 
feature.  l\elati\-e  to  the  location  of  the  dining-rooms,  it  will  depend  to  a  certain  extent  on 
whether  provision  is  to  be  mainly  made  for  through  passengers,  simply  stopping  at  the  depot 
for  their  meals,  or  whether  the  dining-rooms  are  for  the  accommodation  of  incoming  and  out- 
going local  passengers.  In  the  first  case,  the  main  feature  is  to  provide  easy  ingress  and 
egress  to  and  from  the  dining-room  on  the  train  side  of  the  depot,  without  distuibing 
passengers  in  the  waiting-rooms  or  passengers  passing  to  trains.  In  the  other  case  mentioned, 
the  dining-rooms  and  refreshment-counters  are  part  of  the  general  layout  in  connection  with 
the  waiting-rooms  and  other  facilities  for  the  accommodation  of  incoming  and  outgoing  local 
passengers,  and  the  design  should  be  made  accordingly. 

At  small  depots  one  office  suffices  for  telegraph-office,  ticket-office,  and  station-agent's 
office.  At  larger  depots  separate  offices  for  the  station-agent,  telegraph-operator,  tr.iin- 
despatcher,  and  other  officials  have  to  be  provided.  Also,  supply-rooms  for  stores,  fuel,  lamps, 
oil,  etc.  Where  two-story  buildings  are  used,  the  upper  floor  is  generally  utilized  for 
offices  for  the  telegraph  department,  train-despatcher,  clerks,  and  others  connected  with  the 
road  ;  also  for  trainmen's  room,  conductors'  room,  etc.,  where  space  for  such  purposes  is 
desired.  The  style  of  depot  with  a  main  building  and  two  au\iliar\'  i)uildings  or  pavilions, 
situated  some  distance  from  each  end  of  the  main  building,  as  shown  in  F"igs.  564  to  566, 
offers  advantages  where  space  has  to  be  provided  for  the  various  purposes  just  mentioned. 
The  main  building  is  usually  devoted  to  the  regulation  accommodations  for  passengers,  one 
auxiliary  building  is  used  for  the  baggage  and  express  business,  store-rooms,  and  gentlemen's 
toilet-room,  while  the  other  au.xiliary  building  is  usetl  for  offices  for  officials  and  rooms  for 
men  connected  wit'n  the  road. 

Living-rooms  for  some  of  the  help  einplo_\-ed  at  tlei)ots  are  freciucntl}'  provided.  In  some 
cases,  regular  dwelling-houses  are  attached  to  the  depot  building  or  dwelling-rooms  provided 
for  in  an  up[)er  stor)'. 

The  general  remarks  made  above  about  waiting  rooms,  toilet-rooms,  baggage-room.s,  and 
offices  will  hold  good  for  junction  stations,  with  the  .idditional  feature  that  in  depots  at 
junction  points  baggage-rooms  and  ticket-offices  have  to  frequently  be  provided  in  dui)licate, 
one  for  eacii  railroad. 

The  heating,  ventilating,  plumbing,  ami  lighting  of  a  depot  should  be  the  very  best 
obtainai)lc,  consistent  with  the  general  style  of  structure  adopted.      l^argo  fire-places  of  quaint 


284  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

and  artistic  design  in  the  waiting-rooms  add  not  only  to  the  general  artistic  effect  and  finisli 
of  the  interior,  but  afford  a  good  chance  to  warm  the  rooms  and  brightL-n  them  iip  in  damp 
weather.  They  also  give  an  opportunity  to  secure  good  ventilation.  Where  the  size  of  the 
building  warrants  it,  the  heating  of  the  building  by  steam  or  by  a  furnace  located  in  a  cellar 
under  the  building  will  prove  the  best  method  to  adopt.  Water-closets  supplied  with  running 
water  and  waste  drains  should  naturally  be  adopted,  where  feasible.  Where  water  is  not  at 
hand,  the  next  best  possible  system  applicable  to  the  case  shoidtl  be  employed: 

In  the  chapter  on  Platforms,  Platform-sheds,  and  Shelters  reference  was  made  to  the  value 
of  having  ample  and  conveniently  located  covered  platforms  around  a  depot  building,  so  that 
crowds  could  be  accommodated  on  the  platforms  to  a  large  extent,  thereby  allowing  the 
waiting-rooms  to  be  made  proportionate!}-  much  smaller.  In  addition  it  can  be  said,  that,  if 
convenient  bcnclies  are  provided  on  the  platforms,  a  large  number  of  travellers,  and  especially 
depot  loungers,  will  congregate  on  the  platforms  in  place  of  in  the  waiting-rooms,  A  drink- 
ing-fountain  with  running  water  located  on  the  platform  or  near  the  tlepot  will  prove  a  great 
boon  to  passengers. 

Relative  to  the  st)-le  of  structure  to  be  adopted  for  a  local  passenger  depot,  it  is  very 
difficult  to  make  any  general  recommendations.  The  importance  of  the  station,  the  surrountl- 
ings,  the  desires  of  the  railroad  management,  and  sometimes  the  wishes  of  the  community, 
the  prevailing  class  of  architecture  and  building  materials  in  each  particular  section  of  the 
country,  will  all  influence  the  final  choice.  In  a  general  way,  however,  it  can  be  said  that 
frame  buildings  are  not  as  objectionable  for  small  pas.senger  depots  as  for  freight-houses  and 
other  railroad  structures,  because  in  case  of  a  fire  the  loss  is  practicallj'  limited  to  the  value  of 
the  building,  and  the  business  of  the  road  will  not  be  blocked,  although  individuals  will  be 
personally  seriously  inconvenienced.  In  cities  and  at  important  stations  a  more  substantial 
building  is  desirable,  and  it  is  usually  required  by  existing  building  laws. 

Relative  to  the  design  for  the  exterior  of  depots,  much  stress  has  been  laid  within  recent 
years  on  providing  artistic  and  picturesque  structures  for  local  passenger  depots,  especially  at 
surburban  points  where  the  travel  consists  largely  of  wealthy  patrons  of  the  road.  The  artis. 
tic  depot  designs  prepared  by  the  late  Mr.  H.  H.  Richardson,  the  well  known  architect,  of 
Bo.ston,  Mass.,  and  a  gradually  increasing  demand  for  artistic  structures  at  passenger  stations 
have  given  an  impetus  to  the  designing  of  more  artistic  buildings,  with  the  result  that  archi- 
tects of  established  reputation  have  been  called  on  by  railroad  managers  for  designs.  The 
architectural  effect  should  be  obtained  by  bold  and  original  but  graceful  treatment,  based  on 
constructional- outlines  suitable  to  the  materials  used  and  adapted  to  the  surroundings.  In 
order,  however,  to  produce  quaint  and  artistic  features  in  the  exterior  of  a  railroad  structure, 
the  practical  requirements  for  the  ground-plan  layout  should  not  be  sacrificed.  At  smaller 
suburban  depots  defects  of  the  ground-plan,  caused  by  a  desire  to  produce  an  architectur.illy 
picturesque  building,  are  not  so  serious  a  matter.  In  large  depots,  however,  any  defects  of 
the  ground-plan  layout  are  far  more  serious,  and  will  entail  for  years  constant  trouble  and 
extra  expense.  As  above  stated,  picturesqueness  of  design  in  a  small  suburban  depot  is  an 
important  consideration  ;  but  in  large  depots  the  style  of  architecture  adopted  should  be  more 
indicative  of  the  purposes  to  which  the  building  is  devoted.  In  other  words,  following  the 
architectural  maxim,  that  the  .style  of   the  building  should  correspond  to  the  use  it  is  put  to, 


LOCAL   I'ASSENGER   DEPOTS. 


^§5 


it  can  hardly  be  considered  good  practice  to  desif^n  a  large  depot  on  the  same  outlines  as  a 
church  or  an  old-fashioned  country  tavern,  espcciall)-  when  very  serious  defects  of  the  ground- 
plan  layout  are  created  by  giving  to.o  much  attention  to  the  architectural  effect  of  the  building. 

Whe-rc  stantlaid  designs  or  "  class-depots  "  arc  adopted,  stress  should  be  laid  on  having 
the  designs  modified  in  minor  details,  so  as  to  avoid  a  monotonous  sameness  of  similar 
structures  along  the  road.  This  can  be  easily  accomplished  by  making  modifications  in  the 
details  of  the  exterior  finish,  gables,  dormer-windows,  ridge-cresting,  finials,  roof-brackets, 
chimneys,  etc.,  without  in  reality  changing  the  ground-plan  or  the  frame  or  the  walls  of 
the  building. 

The  employment  of  a  landscape  architect  in  connection  with  the  artistic  design  of  rural 
stations  has  in  a  great  many  cases  produced  most  picturesque  and  artistic  depot  surroundings. 
The  planting  of  the  ground  around  depot  buildings  and  the  maintenance  of  flower-beds  and 
shrubberies  at  stations,  together  with  the  use  of  neat  railings,  gravelled  walks  and  roads,  have 
been  introduced  with  good  results  by  a  large  number  of  railroads  in  this  country.  The 
extent  to  which  this  can  be  carried  is  well  shown  in  Fig.  585,  representing  the  Ardmore 
Station  of  the  Pennsylvania  Railroad;  as  also  in  F"igs.  594  to  596,  illustrating  the  Auburndale 
Station  of  the  Boston  &  Albany  Railroad,  where  the  drive-ways,  in  connection  with  ihe  parte 
\H-/ilrc,  the  foot-walks,  and  the  masking  of  the  fence  lines  by  shrubbery,  are  admirably  laid  out. 

After  above  general  remarks  on  the  subject,  the  following  descriptions  and  illustrations, 
hsalso  references  to  published  descriptions  and  illustrations  of  local  passenger  depots  in  use,  or 
tlesigned  for  use,  on  railroads  in  this  country,  will  prove  interesting. 

Singlc-siory  Passe/igcr  Depot,  Chesapeake  &•  Ohio  Railway. — The  passenger  depot  of  the  Chesa- 
peake &  Ohio  Railway,  known  as  design  "  B,"  April,  1883,  is  a  single-story  frame  structure,  21  ft.  X  50 
ft.,  with  extensions  at  each  end,  13  ft.  6  in.  X  1 1  ft.  6  in.  Tlie  building  is  sheathed  on  the  outside 
with  vertical  and  horizontal  boarding  in  panels,  and  roofed  with  tin.  The  interior  is  divided  into  a 
telegraph  and  ticket  office,  8  ft.  wide,  running  through  the  centre  of  the  building,  with  a  gentlemen's 
t.aiting-room,  20  ft.  X  20  ft.,  on  one  side  of  it,  and  a  ladies'  waiting-room,  20  ft.  X  20  ft.,  on  the  other 
iide.  In  one  annex,  adjoining  the  ladies'  waiting-room,  there  is  a  ladies'  toilet-room,  with  entrance 
from  the  ladies'  waiting-room;  and  a  gentlemen's  toilet-room,  with  separate  entrance  from  the  rear  of 


Fig.  510. — End  Elevation. 


Fig.  511. — Ground-plan 


2  86 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


the  building.  The  annex  at  the  other  end  of  the  building  is  used  for  a  baggage-room.  This  design 
offers  a  very  good  ground-plan  layout  and  a  cheap  structure,  which  is  well  adapted  and  sufficiently 
effective  for  country  stations.  The  design  is  practically  the  same  as  the  standard  passenger  depot, 
class  "C,"  of  the  Pennsylvania  lines  west  of  Pittsburg,  Southwest  System,  described  below  and 
illustrated  in  Figs.  512  to  514. 

Two-story  Passenger  Depot,  Chesapeake  &=  Ohio  Raihvay. — The  passenger  depot  of  the  Chesapeake 
&  Ohio  Railway,  known  as  design  No.  2,  1881,  shown  in  Figs.  510  and  511,  is  a  two-story  frame 
structure,  sheathed  with  horizontal,  vertical,  and  ornamental  boarding,  in  panels,  and  roofed  with  tin. 
The  building  is  20  ft.  X  25  ft.,  and  has  on  the  ground-floor  a  general  waiting-room;  a  ladies'  room; 
a  baggage-room;  and  a  ticket-office.  On  the  upper  floor  there  is  a  telegraph-office,  and  two  rooms 
suitable  for  living-rooms  or  offices. 

Standard  Passenger  Depot,  Class  "  C,"  Pennsylvania  Lines  West  of  Pittsburg,  Southwest  System. — 
The  standard  passenger  depot  of  the  Pennsylvania  lines  west  of  Pittsburg,  Southwest  System,  known 
as  class  "  C,"  designed  by  Mr.    M.  J.    Becker,   Chief    Engineer,   shown    in  Figs.   512    to   514,   is  a 


Fig.  si 2. — Front  Elevation. 


single-story  frame  structure,  21  ft.  X  50  ft.,  with  extensions  at  each  end,  1 1  ft.  6  in.  X  14  ft.,  sheathed 
on  the  outside  with  vertical  ornamental  battened  boarding  and  horizontal  weather-boarding,  in  panels. 


Fig.  513. — End  Elevation. 


Fig.  514. — Ground-plan. 


and  roofed  with  slate.  The  interior  is  divided  into  a  telegraph- office,  8  ft.  X  11  ft.  5  in.,  with  a  square 
bay-window  projection  on  the  track  side;  a  ticket-office  at  the  rear  of  the  telegraph-office,  8  ft.  X  la 
ft.,  iiartitioned  off  from  the  former;  a  gentlemen's  waiting-room,  20  ft.  X  20  ft.;  a  ladies'  waiting- 
room,  20  ft.  X  20  ft.,  with  a  toilet-room,  6  ft.  3  in.  X  11  ft.,  attached;  a  baggage-room,  11  ft.  X  13  ft.; 
and  a  gentlemen's  toilet-room,  6  ft.  3  in.  X  1 1  ft.,  with  entrance  from  the  rear  of  the  building.  The 
foundations  are  stone  piers.  The  interior  walls  are  all  plastered,  excepting  in  the  baggage-room 
The  specifications  for  this  building  are  practically  the  same  as  for  the  standard  passenger  depot, 
class  "  F,"  of  the  same  railroad,  the  specifications  for  which  are  given  in  full  in  the  Appendix  at  the 
back  of  this  book.     The  ground-plan  of  this  depot  is  first-class  for  the  purpose,  and  the  entire  design 


LOCAL   LASSENGER   DEPOTS. 


287 


can  be  highly  recommended.     The  [jlatform  in  front  of  the  building  is  16  ft.  wide,  set  8  in.  above  the 
top  of  the  rail,  and  8  fi.  wide  at  the  rear  and  ends  of  the  building. 

Standard  Passenger  Depot,  Class  "/■',"  Pennsylvania  Lines  West  of  Pittsburg,  Southwest  System. — 
The  standard  pa.ssenger  depot  of  the  Pennsylvania  lines  west  of  Pittsburg,  Southwest  System,  known 
as  class  "  F,"  designed  by  Mr.  iM.  J.  Uecker,  Chief  Engineer,  shown  in  Figs.  515  to  517,  is  a  single- 


Fig.  515.— Front  Elevation.  , 

story  frame  structure,  70  ft.  X  21  ft.,  sheathed  on  the  outside  with  vertical  ornamental  and  battened 
boarding  and  horizontal  weather-boarding,  in  panels,  with  considerable  scroll-work  at  the  gables  and 
galvanized-iron  ridge-combings  and  gutter-cresting,  the  roof  being  covered  with  slate.  The  interior 
is  divided  into  an  office,  7  ft.  X  10  ft.;  a  gentlemen's  waiting-room,  20  ft.  X  25  ft.  6  in.;  a  ladies' 
waiting-room,  20  ft.  X  20  ft.,  with  a  ladies'  dressing-room,  7  ft.  X  10  ft.,  attached,  from  which  a 
ladies'  toilet -room,  6  ft.  X  10  ft.,  leads;  a  gentlemen's  toilet-room,  6  ft.  X  10  ft.,  with  entrance  from 
the  rear  of  the  building;  and  a  baggage-room,  12  ft.  X  20  ft.  All  the  walls  are  plastered  and  wain- 
scoted, excepting  in  the  baggage-rooms.     The  foundations  are  stone  piers.     The  platform  in  front  of 


ViG.  516. — End  Elevation  and  Cross-section. 


Fig.  517. — Ground  ri.AN. 


the  liiiilding  is  16  ft.  wide,  and  it  is  S  ft.  wide  at  the  rear  and  ends  of  the  building.  It  is  set  8  in. 
above  the  top  of  the  rail.  The  specifications  for  this  building  are  given  in  full  in  the  Appendix  at 
the  back  of  this  book.  The  ground-i)lan  of  this  depot  is  first  class  for  the  purpose,  and  the  exterior 
design  very  ornamental,  so  that  tlie  entire  structure  can  be  well  recommended. 

Passenger  Depot,  Northern  Pacific  Railroad. — The  passenger  depot  of  the  Northern  Pacific  Rail- 
road, shown  in  Figs.  518  and  519,  is  a  single-story  frame  structure,  24  ft.  X  80  ft.,  sheathed  on  the 
outside  with  upright  and  horizontal  boarding,  in  panels,  and  roofed  with  shingles.  The  luiilding  is 
surrounded  by  low  ])latfonns  on  all  sides,  12  ft.  wide  at  the  rvar  and  at  the  ends  of  the  building,  and 


288  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

i6  ft.  wide  along  the  front  of  the  building,  extended  12  ft.  in  width  each  way  from  the  building  along 
the  track.     The  interior  is  divided  into  a  ticket-office,  10  ft.  X  14  ft.,  with  a  square  bay-window  projec- 


Fk;.  51S.  — PKKsrEci'ivE. 


Fig.  519. — GROUND-rLAN. 


tion;  a  gentlemen's  waiting-room,  22  ft.  X  22  ft.;  a  ladies'  waiting-room,  21  ft.  X  22  ft.;  a  baggage-room, 
15  ft.  X  22  ft.;  and  an  express-room,  18  ft.  X  22  ft. 

Passenger  Depot,  Ohio  Valley  Railway. — The  standard  design  for  a  local  passenger  depot  of  the 
Ohio  Valley  Railway,  shown  in  Fig.  520,  designed  by  Mr.  C.  C.  Genung,  Chief  Engineer,  Ohio 
Valley  Railway,  consists  of  a  single-story  frame  structure,  52  ft.  X  18  ft.,  roofed  with  shingles.     The 

interior  is  divided  into  a  gentlemen's  waiting-room, 
17  ft.  X  17  ft.;  a  ladies'  waiting-room,  17  ft.  X  17  ft. ; 
a  ticket  and  telegraph  office,  20  ft.  X  9  ft.,  including 
the  front  bay-window  projection;  and  a  baggage-room, 
17  ft.  X  9  ft.  There  is  a  low  platform,  15  ft.  wide, 
in  front  of  the  building.  The  most  striking  feature 
of  this  design  is  the  upward  curve  of  the  roof  at  the 
eaves,  the  radius  of  the  curve  being  10  ft.  This  feat- 
ure, in  connection  with  the  knee-braces  under  the 
roof  projection,  which  are  cut  to  a  bold  semicircular 
pattern,  and  the  exterior  panelling,  causes  the 
structure  to  apjiear  very  neat.  The  outside  of 
the  building  is  sheathed  with  vertical,  Jiorizontal,  and  diagonal,  plain  and  ornamental  Iioarding,  in 
panels.  The  inside  finish  is  of  wood.  The  vertical  siding  is  painted  a  Turkey  vermilion,  the  hori- 
zontal and  diagonal  siding  a  very  light  drab,  and  the  frames,  belt-courses,  etc.,  a  very  dark  red, 
approaching  a  brown  color.  Mr.  Genung  states  that  buildings  of  this  class  cost  about  fiioo,  exclu- 
sive of  platforms. 

A  similar  depot  building  at  DeKoven,  Ky.,  on  the  same  railroad,  cost  about  $1800.  It  is  built 
on  the  same  ground-plan  as  the  standard  passenger  depot  described  above,  but  there  is  a  second  story 
added,  with  a  small  tower  over  the  telegraph-office,  and  the  roof  is  covered  with  tin  in  place  of 
shingles. 

Single-story  Passenger  Depot,  RichinoHil  a^  Alleghany  Railroad. — The  single-story  passenger  depot 
of  the  Richmond  &  .Mleghany  Railroad,  shown  in  Figs.  521  and  522,  consists  of  a  frame  structure, 
sheathed  on  the  outside  with  horizontal  and  vertical  boarding,  in  panels,  and  roofed  with  slate.     The 


Fig.  520. — End  Elevation. 


LOCAL   PASSENGER   DEPOTS. 


289 


building  is  55  ft.  8  in.  X  19  ft.  6  in.,  and  is  divided  into  a  ticket-office;  a  gentlemen's  waiting-room;  a 
ladies'  waiting-room;  and  a  baggage-room. 


/fOOA.t 


Fig.  521. — Front  Elevation. 


Fig.  522. — Grouni)-i-i.an. 


Two-story  Passenger  Depot,  Richmond  &"  Alleghany  Railroad. — The  two-story  passenger  depot  of 
the  Richmond   &   Alleghany    Railroad,  shown  in  Figs.   523  to  525,  consists  ol  a  frame  structure, 


Fig.  523. — Frunt  Elf.vation. 


Fig.  524. — End  Klkvation. 


1 

ol 

Fig.  525. — Ground-plan. 


sheathed  on   the  outside  with  horizontal   and  vertical,  ornamental 

boarding,  in  panels,  and   roofed  with   slate.     The   building  is  57  ft. 

long  X  21  ft.  6  in.  wide  at  tlie  narrowest  part.     The  first  floor  has  a 

ticket-office,  10  ft.  X  13  ft.;  a  gentlemen's  waiting-room,  16  ft.  X  20 

ft.;  a  ladies'  waiting-room,   13  ft.  X  19  ft.;  a  baggage-room,  16  ft. 

X  20  ft.;  and  a  stairway  leading  to  the  up[)er  floor,  which  is   used 

as  a  train-despatcher's  and  telegraph  office.     While  the  design  of 

the  exterior  of  the    building  is  neat,  the  ground-plan  layout  is  de- 
fective in  a  number  of  points. 

Passenger  Depot,  Class  "  /'V  Minnesota  &"  Northwestern    Railroad. — The  standard    plan    for  a 

passenger  depot,  class  "  F,"  of  the  Minnesota  .S:  Northwestern  Railroad  and  of  the  Chicago,  St.  Paul 

&  Kansas  City  Railway,  designed  by  Mr.  C.  A.  Reed,  Architect, 
St.  Paul,  Minn.,  under  the  direction  of  Mr.  H.  Fernstrom,  Chief 
P^ngineer,  M.  &  N.  W.  R.  R.,  is  a  single-story  frame  structure, 
22  ft.  X  60  ft,  roofed  with  shingles,  built  and  finished  in 
about  the  same  manner  as  the  combination  depots  of  tliis  rail- 
road, previously  described  and  illustrated  in  the  chapter  on  Com- 
bination Depots.  The  building  is  divided,  as  shown  in  Fig.  526, 
Fig.  526.— Ground-plan.  into  ^  ticket-office,  11  ft.  X  16  ft.,  with  a  square  bay-window  pro- 

jection;  a   gentlemen's   waiting-room,    16    ft.    <  21    ft.;    a   ladies' 

waiting-room,  15  ft.  6  in.  X  21  ft.;  and  a  baggage-room,  14  ft.  X  21  ft. 

Passenger  Depot  at  Spokane  Tails,  IVaslt.,  Northern  Pacific  Railroad. — The  passenger  depot  of  the 

Northern  Pacific  Railroad  at  Spokane   Falls,  Wash.,  shown    in    Kigs.  527  and   528,  designed    by  Mr.  C. 

B.  Talbot,  in  1S86,  consists  of  a  single-story  frame  structure,  sheathed  on  the  outside  with  ujiright  and 

horizontal,  ornamental  boarding,  and  roofed  with  shingles.     The  structure  is  divided  into  two  separate 


1 — r 


o 


T 


< 


i 


290 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


buildings,  connected  by  a  covered  passage-way,  19  ft.  wide,  both  buildings  and  the  passage-way  being 
under  one  continuous  roof.  The  building  intended  for  the  passengers  more  particularly  has  a  ticket- 
office,  1 1  ft.  X  16  ft.;  a  gentlemen's  waiting-room,  31  ft.  X  26  ft.;  a  ladies'  waiting-room,  18  ft.  X  24 
ft.;  and  toilet-rooms  for  gentlemen  and  ladies  connecting  with  the  respective  waiting-rooms.  The 
other  building  contains  a  telegraph-office,  16  ft.  X  18  ft.;  an  express,  freight,  and  baggage  room,  24  ft. 


Fig.  527. — Front  Elevation. 


X  26  ft.;  a  battery-room;  a  fuel-room;  a  lamp  and  oil  room;  and  a  train-order  room.  The  rooms  are 
II  ft.  high  in  the  clear.  The  interior  is  finished  in  wood.  The  foundations  are  stone  walls.  The 
principal  timbers  are,  sills  and  floor-girders,  8  in.  X  10   in.;  floor-joists,  3   in.  X  10  in.,  spaced  20  in. 


Fig.  528. — Ground-plan. 


centres;  floor,  double,  with  building-paper  between;  frame,  3-in.  X  6-in.  studs;  plates,  3  in.  X  6  in., 
double;  rafters,  3  in.  X  6  in.,  spaced  24  in.  centres;  ceiling-joists,  3  in.  X  6  in.;  struts  and  ties,  \\  in. 
X  6  in.;   i-in.  roof-boards. 

Passenger  Depot,  Boston,  Hoosac  Tunnel  6^    Western   Railway. — The  design   for  a  second-class 


Fio.  52g, — Front  Elevation. 


Fig,  530. — End  Elevation. 


passenger   depot   of    tlie   Boston,    Hoosac   Tunnel  &    Western  Railway,  shown  in  Figs.  529  to   531, 
kindly  furnished   by  Mr.  Edwin  A.  Hill,  is   a  single-story  frame   structure,  29  ft.  6  in.  X  19  ft.,  sur- 


LOCAL   PASSENGER   BFJ'OTS. 


291 


Fig.  531. — Ground-i'i.an. 


rounded  by  pl:itforms  on  all  sides,  sheathed  on  the  outside  with  upright  and  horizontal  boarding,  in 

panels,  and  roofed  with  slate.     The  platform   on   the   face  along  the  track  is 

8  ft.  wide,  and  on  the  sides  and  rear  6  ft.  wide.     Tlie  floor  of  the  house  is  set  d  IS 

15  in.  and  the  platform  6  in.  above  the  top  of  rail.  The  face  of  tiie 
platform  is  5  ft.  from  the  centre  of  the  track.  The  interior  of  the  building 
is  divided  into  a  ticket-office  and  baggage-room,  10  ft.  X  19  ft.,  including  a 
hexagonal  bay-window  projection;  a  general  waiting-room,  16  ft.  X  18  ft.;  a 
ladies'  toilet-room;  and  a  gentlemen's  toilet-room.  The  foundations  of  the  building  are  stone  piers, 
and  the  foundations  of  the  platform  are  chestnut  posts  set  in  the  ground.     TJie   chimney  is  of  brick, 

16  in.  X  20  in.  inside.  The  privy  vault  is  6  ft.  deep,  built  of  stone,  and  topped  off  with  brick.  The 
timber-work  of  the  frame  is  spruce,  the  principal  sizes  being  sills,  7  in.  X  7  in.;  girders,  6  in.  X  8  in.; 
first-floor  joists,  2  in.  X  12  in.  in  waiting-room,  and  2  in.  X  10  in.  otherwise,  spaced  18  in.  centres; 
platform  front  sills,  4  in.  X  8  in.;  platform  cross-caps,  6  in.  X  8  in.;  platform-joists,  2  in.  X  8  in., 
spaced  20  in.;  posts,  4  in.  X  8  in.;  studs,  2  in.  X  4  in.,  spaced  16  in.;  window  and  door  studs,  2  in. 
X  4  in.,  doubled;  plates,  4  in.  X  6  in.;  rafters,  2  in.  X  8  in.,  25  in.  centres;  ceiling-joists,  2  in.  X  8 
in.,  25  in.  centres,  and  hung  in  centre  from  ridge;  hips,  2  in.  X  8  in.;  outside  sheathing,  jilaned, 
matched,  i-in.  si)ruce  boards,  laid  close  diagonally,  and  covered  witii  heavy  building-paper.  The 
outside  sheathing  is  planed  and  matched,  narrow,  |-in.  white-pine  boarding,  beaded  on  one  edge. 
Corner  boards,  belt-courses,  frieze,  casings,  etc.,  are  i-in.  white  pine.  The  roof  is  covered  w'ith  i-in. 
planed  and  matched  spruce  boards,  laid  close.  The  slate  is  laid  on  tarred  felt,  and  nailed  with  gal- 
vanized nails,  flashings,  gutters,  and  down-conductors  are  made  of  galvanized  iron.  The  interior 
of  the  building  is  ceiled  witli  planed  and  matched,  seasoned,  narrow,  ^-in.  white  pine,  beaded  on  one 
edge.  The  partitions  are  built  of  2-in.X4-in.  spruce  scantlings,  24-in.  centres.  The  floor  in  the 
building  consists  of  i-in.  hemlock,  covered  with  two  layers  of  heavy  felt  paper,  and  with  planed  and 
matched,  narrow,  seasoned,  i-in.  Georgia  yellow-pine  flooring.  Platforms  are  covered  with  2-in. 
spruce  plank,  dressed  on  upper  surface,  and  laid  close.  Sash,  i^  in.  thick.  Doors,  white  pine,  2  in. 
thick  for  outside  and  i  in.  thick  for  interior  doors. 

A  depot  building  of  the  kind  described  costs  about  %\  100. 

Local  Passenger  Depot,  Louisville  6^  Nashville  Railroad. — A 
number  of  passenger  depots  at  local  points  on  the  Loiiiaville  i!v: 
Nashville  Railroad  are  built  on  the  ground-plan  layout,  as  shown 
in  Fig.  532.  The  platform  is  10  in.  above  the  top  of  rail,  and 
reaches  within  5  ft.  5  in.  of  the  centre  of  the  track.  The  interior 
.is  divided  into  a  ladies'  waiting-room,  18  ft.  X  16  ft.,  with  a  small 
toilet-room  partitioned  off  in  it;  a  gentlemen's  waiting-room,  16  ft. 
X  16  ft.;  a  baggage-room,  8  ft.  X  16  ft.;  a  ticket  and  telegraph 
office,  15   ft.  X  15  ft.;   and  a  waiting-room  for  colored  people,  15  ft.  X  15  ft. 

Passenger  Depot  at  Columbia,  Ky.,  Louisville  b'  Nashville  Railroad. — Tiie  passenger  depot  of  the 
Louisville  &  Nashville  Railroad  at  Columbia,  Ky.,  shown  in   Figs.  533  to  535,  is  a  single-story  frame 


Fig.  532.— GROUiNP-PLAN. 


Fig.  533.— Front  Elevj\tion. 

■   "-.."HI 


roft 


Fig.  534. — End  Elevation. 


,         "1 

Orf/C£     I 


Fto,  535. — Ground-pi./vn, 


292 


BUILDIXGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


structure,  20  ft.  wide  by  about  90  ft.  long.  The  interior  is  divided  into  a  gentlemen's  waiting-room; 
a  ladies'  waiting-room;  a  restaurant;  a  kitchen;  a  ticket  and  telegraph  office;  a  waiting-room  for 
colored  people;  a  baggage-room;  and  an  office  for  the  track  department. 

Suburban  Passenger  Depot,  Neio  York  Central  &r  Hudson  River  Railroad.  — \n  the  issue  of 
Engineering  News  of  Aug.  25,  1888,  a  design  for  a  passenger  depot  at  a  suburban  station  is  illus- 
trated, as  designed  by  Mr.  J.  U.  Fouquet,  Engineer  and  Architect,  New  York  Central  &  Hudson  River 

Railroad,  the  ground-plan  of  which  is  shown  in  Fig.  536.     The 

•  "  building  is  a  stone  and  brick  structure,  one-story,  with  high  roofs 

and  ornamental  towers.     The  ground-plan  layout  is  especially  com- 

[,     JT         *    T    ^   '~   1^  ^^  mendable,  as  being  first-class  for  the  purpose.     There  is  a  gentle- 

Wc.^r.c^r^,    I  i^o„,  rrni  '^^'^"'^  waiting-room,  19  ft.  X  22  ft.,  and  a  ladies'  waiting-room,  19 

»l  E     '^'ZZ         """^oZ      jfe^y  ft.  X  22  ft.,  which  are  entered  independently  of  each  other  from 
I  <f^^  r-l/XXj  a  vestibule   in  the  rear  of  the  building.     The  ticket-office  is  8  ft. 

'     "IL — ,  omce}t       ,-—- — ^""^  6   !"■  X  12    ft.,  With    a    round-towcr    projection    in    front    of    the 

^S--yj  building.     There    are    special    ticket-windows    for    each    waitmg- 

FiG    5"6 —Ground-pi  AN  room,  with    sufficient  space    between    them    for    the    ticket    case 

and  shelf.  A  door  leads  from  the  gentlemen's  waiting-room  to 
the  baggage-room,  so  that  inquiries  for  baggage  can  be  made  and  jjarcels  checked  from  the  wait- 
ing-room. The  baggage-room  is  8  ft.  X  16  ft.  Attached  to  the  ladies'  waiting-room  is  a  ladies' 
toilet-room,  8  ft.  X  8  ft.,  with  tlie  entrance  door  properly  screened.  A  gentlemen's  toilet-room, 
8  ft.  X  8  ft.,  is  provided  with  an  entrance  from  the  rear  of  the  building.  As  above  stated,  the 
ground-plan  layout  and  the  arrangement  of  doors  and  windows  in  this  design  can  be  considered  as 
particularly  well  adapted  for  the  purpose. 

Passenger  Depot  at  Tamaqua,  Pa.,  Central  Railroad  of  New  Jersey. — The  passenger  depot  of  the 
Central  Railroad  of  New  Jersey  at  Tamaqua,  Pa.,  on  the  Lehigh  &  Susquehanna  Division  of  the  road 
is  a  very  neat  and  good  design  for  a  local  passenger  depot  at  stations  where  trains  stop  to  allow  passen 
gers  to  take  meals.  The  building  is  a  single-story  brick  structure,  with  brown-stone  trimmings  and 
tin  roof,  excepting  the  central  vestibule  portion,  which  is  two-story.  The  building  is  built  T-shnped, 
as  shown  in  Fig.  537.     At  the  centre   of  the   building,  facing  the  track,  there  is  a   central  hall  or 


Fig.  537. — Ground-plan. 


lobby,  26  ft.  X  26  ft.  On  one  .side  of  this  hall  is  a  gentlemen's  waiting-room,  30  ft.  X  24  ft.,  with 
a  toilet-room  attached,  and  a  baggage-room.  Ont  he  other  side  of  the  vestibule  there  is  a  ticket- 
office,  and  a  passage-way  leading  to  a  ladies'  waiting-room,  24  ft.  X  30  ft.,  with  a  ladies'  toilet  room 
attached.  At  the  rear  of  the  vestibule  there  are  large  doors  leading  to  the  dining-room.  50  ft.  X  26 
ft.,  and  at  the  end  of  the  dining-room  there  is  a  kitchen,  18  ft    X  26  ft. 


LOCAL   PASSENGER   DEPOTS. 


293 


function  Passenger  Depots,  Indianapolis,  Decatur  &-■  Springjielii  Raihc'ay.—  V\\t  passenger  depot 
at  the  junction  of  the  Indianapolis,  Decatur  &  Springfield  Railway  and  the  E.,  T.  H.  &  C.  R.  R., 
shown  in  Fig.  538,  kindly  furnished    by  Mr.  Edwin  A.  Hill,  Chief  Engineer,  is  a  frame  building,  built 


Fig.  538. — Ground-pi..\n  at  Skf.w  Crossing.  Fig.  539.— Ground-plan  at  Sqitare  Crossing. 

in  the  obtuse  angle  formed  by  the-  two  railways.  The  building  is  20  ft.  wide,  with  30  ft.  front  on  one 
road  and  35  ft.  front  on  the  other  road.  The  interior  has  one  ticket  and  telegraph  office;  one  bag- 
gage-room; a  gentlemen's  waiting-room;  a  ladies'  waiting-room,  with  toilet-room  attached;  and  a 
gentlemen's  toilet-room,  with  entrance  from  the  outside  of  the  building.  The  platform  in  front  of  the 
building  is  12  ft.  wide,  extended  8  ft.  in  width  for  a  distance  of  200  ft.  along  each  track.  The  l>uild- 
ing  is  finished  neatly,  and  cost,  exclusive  of  platforms,  $1200.  The  platforms  cost  $616,  making  a  total 
cost  of  $1716. 

The  standard  plan  for  a  junction-station  passenger  depot  of  the  Indianapolis,  Decatur  &  Spring- 
field Railway,  at  a  junction  station  where  two  railroads  cross  each  other  at  right  angles,  is  shown  in 
Fig.  539,  kindly  furnished  by  Mr.  Edwin  A.  Hill.  The  building  is  L-shaped,  20  ft.  wide,  with  40 
ft.  front  on  each  railroad.  In  the  angle,  at  the  centre  of  the  building,  there  is  an  office,  16  ft.  X  17 
ft.,  adjoining  which,  on  one  side,  is  a  gentlemen's  waiting-room,  16  ft.  X  20  ft.,  and  on  the  otlier  side 
a  ladies'  waiting-room,  15  ft.  X  20  ft.,  with  toilet-room  attached.  At  each  end  of  the  building  there 
is  a  small  baggage-room,  so  thai  each  railroad  has  its  separate  baggage-room.  There  is  a  gentlemen's 
toilet-room  at  one  end  of  the  building,  with  a  separate  entrance  from  the  exterior.  The  platform  in 
front  of  the  building  is  12  ft.  wide,  extended  8  ft.  in  width  for  a  distance  of  200  ft.  along  each 
railroad. 

Junction  Depot  at  Hunibohlt,  Tcnn.,  Loiiis~<'ille 
&'  Nashville  Railroad. — The  depot  building  at  the 
junction  of  the  Louisville  &  Nashville  Railroad 
and  of  the  Mobile  &  Ohio  Railroad  at  Humlioldt, 
Tenn.,  shown  in  Fig.  540,  is  an  L-shaped,  single- 
story  frame  structure,  with  slate  roof.  The  low 
platform  is  30  ft.  wide  in  front  of  the  depot  along 
each  railroad.  There  is  an  agent's  oifice  at  the 
angle  of  the  building,  16  ft.  6  in.  X  22  ft.,  which  is 
brought  out  from  the  rest  of  the  building  and 
treated  as  a  tower,  giving  quite  a  prominence  to  the 
front  of  the  depot.  The  ladies'  waiting-room,  22 
ft.  X  26  ft.,  and  the  general  waiting-room,  22  ft.  X 
30  ft.,  adjoin  the  office.  The  waiting-rooms  are 
connected  by  closed  passage-ways  with  separate 
toilet-rooms  in  a  small  Iniilding  back  of  the  depot. 
At  one  end  of  the  depot  there  is  a  baggage-room,  18 
ft.  X  28  ft.,  and  at  the  other  end  an  express-room,  20 
ft.  X  35  ft.  The  outside  of  the  building  is  sheathed 
with  upright  and  horizontal  ornamental  boarding:, 
in  panels,  and  is  finished  very  neatly. 


Fig.  540.— GRouNii-n.AN. 


294 


BUILDINGS  AND   STRUCTURES    OF  AMERICAN  RAILROADS. 


ff       r  r  r      ;  r 


.--^--=.fjLJi 


Fig.  541. — Front  Elevation. 


Fig.  542. — End  Elevation. 


1  — 

nr 

M; 

\ 


m 


:J 


Fig.  543. — Ground-plan. 


Passenger  Depot  at  Ficton,  N.  J.,  Lehigh    Valley  Railroad. — The  passenger  depot  of  tlie   Lehigh 

Valley  Railroad  at  Picton,  N.  J.,  shown  in  Figs.  541  to  543, 
designed  by  Mr.  C.  Rosenberg,  Master  Carpenter,  L.  V.  R.  R., 
is  a  two-story  frame  structure.  The  upper  floor  is  used  as  a 
dwelling.  The  outside  of  the  building  is  sheathed  with  hori- 
zontal, vertical,  and  diagonal,  plain  and  ornamental  siding, 
and  the  roof  is  covered  with  slate.  Stained  glass  is  used  in  the 
transoms  on  the  lower  floor  and  in  the  top  sash  of  the  upper 
floor,  which,  combined  with  an  artistic  selection  of  colors  for 
painting  the  exterior,  causes  the  building  to  present  a  very 
warm  and  bright  appearance,  without  incurring  heavy  addi- 
tional extra  expenses  to  obtain  an  elaborate  architectural 
effect.  The  ground-floor  has  a  gentlemen's  waiting-room,  14 
ft.  X  19  ft.;  a  ladies'  waiting-room,  14  ft.  X  19  ft.;  a  ticket  and  telegraph  office,  9  ft.  X  11  ft.,  including  a 
4-ft.  bay-window  projection;  a  baggage-room,  10  ft.  6  in.  X  11  ft.;  a  gentlemen's  toilet-room,  9  ft.  X 
7  ft.  6  in.,  leading  from  the  gentlemen's  waiting-room;  a  ladies'  toilet-room,  10  ft.  6  in.  X  7  ft.  6  in., 
leading  from  the  ladies'  waiting-room;  and  a  stairway  leading  to  the  upper  floor.  The  upper  floor 
has  a  living-room;  a  kitchen;  three  bedrooms;  a  bath-room;  and  a  toilet-room.  There  is  a  cellar 
under  the  building,  with  a  cistern,  coal-bin,  heater,  etc. 

Fasseiiger  Depot  at  Fotfsiille,  Fa..,  Pennsylvania  Railroad. — The  passenger  depot  of  the  Pennsylva- 
nia Railroad  at  Potts\ille,  Pa.,  on  the  Pottsville  &  Schuylkill  Valley  Branch,  designed  under  tlie 
direction  01  Mr.  AVm.  H.  I!rf)wn,  Chief  Engineer,  P.  R.  R.,  shown  in  Figs.  544  to  547,  is  a  very  well- 
designed  structure,  both  as  to  architectural  effect  and  tlie  ground-plan  layout.  The  building  is  built 
of  brick,  witli  slate  roof,  and  ornauiental,  galvanized-iron  ridge-crestings,  finials,  and  tower.  The 
building  is  25  ft.  X  100  ft.  6  in.,  part  of  which  is  two  stories  high.  The  ground-plan  layout  and  the 
general  style  of  the  building,  as  mentioned  above,  is  very  good  and  well  adapted  for  the  purpose,  and 
can  be  highly  recommended  as  a  standard  worthy  of  adoption.  There  is  a  gentlemen's  waiting-room, 
21  ft.  Sin.  X  34  ft.  6  in.,  and  a  ladies'  waiting-room,  21  ft.  S  in.  X  20  ft.  9  in.,  connected  by  a  7-ft. 
passage-way,  closed  by  swinging-doors.  On  one  side  of  the  passage-way,  facing  the  track,  is  a  12-ft. 
X  ii-ft.  3-in.  ticket  and  telegraph  office,  with  ticket-windows  opening  into  each  waiting-room,  and  a 
ticket-shelf  between  the  windows.  On  the  other  side  ot  the  passage-way  there  is  a  news-stand.  In 
each  waiting-room  there  is  a  large  ornamental  open  fire-place.  Connected  with  the  ladies'  waiting- 
room  there  is  a  ladies'  toilet-room,  9  ft.  X  16  ft.;  and  adjoining  the  ladies'  toilet-room  there  is  a 
gentlemen's  toilet-room,  with  a  separate  entrance  from  the  rear  of  the  building.  Beyond  the  toilet- 
rooms,  and  at  the  end  of  the  building,  is  a  baggage-room,  22  ft.  10  in.  X  12  ft.  The  building  is  sur- 
rounded by  covered  platforms,  and  a  two-post  covered  platform  roof,  17  ft.  6  in.  wide,  is  extended 
for  some  distance  along  the  track  each  way  from  the  building.  There  is  a  cellar  underneath  the  build- 
ing, in  which  the  heaters  are  located.     The  upper  floor  is  used  for  offices.     The  complete  specification 


LOCAL   I'AiiSENGER   VEJ'OTS. 


295 


(5 


Q 

Z. 

t) 

o 

si 
O 

I 


296 


BUILDINGS  AJVD   STRUCTUJiES   OF  AMERICAN  RAILROADS. 


for  this  depot,  kindly  furnished  to  the  author  by  Mr.  Wm.  H.  Brown,  Chief  Engineer,  Pennsylvania 
Railroad,  is  given  in  the  Appendix  at  the  back  of  this  book. 

Pussciigcr  Depot  at  Latnys,  Pa.,  LcJiigh  Valley  Railroad. —  'I'he  passenger  depot  of  the  Lehigh 
Valley  Railroad   at   Laury's,  I'a.,  shown  in  Figs.  548  to  550,  designed   and   built  under  the  direction 


Fig.  548.  — Front  Elevation. 


of  the  author,  is  a  single-story  lirick  building,  roofed  with  slate.  The  ground  available  for  the  depot 
building  was  limited  to  such  an  extent  that  an  L-shaped  ground-plan  had  to  be  adopted.  The 
building  is  34  ft.  long  and  25  ft.  deep.  It  is  divided  into  a  gentlemen's  waiting-room,  14  ft.  X  11  ft. 
6  in.;  a  ladies'  waiting-room,  14  ft.  X  11  ft.  6  in.,  with  toilet-room  attached;  an  agent's  office,  9  ft. 
X  17  ft.,  with  a  square  bay-window  projection;  a  baggage-room,  8  ft.  6  in.  X  14  ft.;  and  a  gentle- 
men's toilet-room,  with  entrance  from  the  rear  of  the  building.     The  foundations  are  stone  walls,  18 


Pr 


Fig.  549.— End  Elevation. 


Fig.  550. — Ground-plan. 


in.  thick.     The  brick  walls  are  9  in.  thick.     The  framing  of  the  roof  consists  of  2-in.  X  6-in.  rafters; 
2-in.  X  8-in.  ceiling-joists;   li-in.  X  6-in.  collar-beams;   i-in.  rough  sheathing. 

Passenger  Depot  at  Allen  Lane,  Pa.,  Philadelphia,  Gcrmantoivn  &>  Chestnut  Hill  Railroad. — The 
passenger  depot  of  the  Pennsylvania  Railroad  at  Allen  Lane,  Pa.,  on  the  Philadelphia,  Germantown  & 
Chestnut  Hill  Railroad,  a  branch  of  the  Pennsylvania  Railroad,  designed  under  the  direction  of  Mr. 
Wm.  H.  Brown,  Chief  Engineer,  P.  R.  R.,  shown  in  Figs.  551  to  553,  is  a  brick  building  with  stone 
trimmings,  timber  panels,  and  a  slate  roof  with  terracotta  crestings  and  finials,  etc.,  located  on 
top  of  the  slope  of  a  railroad  cut,  so  that  steps  are  provided  to  reach  the  level  of  the  railroad,  and  a 
covered  platform  is  built  along  the  track,  all  as  shown  on  plans.  The  building  has  a  general  waiting- 
room,  18  ft.  X  25    ft.;    a  ticket-office,   9   ft.  X  11   ft. ;    a  ladies'  toilet-room,  with    entrance   from   the 


LOCAL   L'ASSENGER   DEPOTS. 


297 


general  waiting-room;  a  gentlemen's  toilet-room,  with  entrance  from  the  rear  of  the  btiilding;  and  a 
baggage-room,  7  ft.  X  10  ft.  The  covered  steps  leading  down  to  the  level  of  the  railroad  are  12  ft. 
wide. 


Fig.  551. — Front  Elevation. 


t^'HJbtjEi^l::J5£&=-^"'  ^  '  '^^ 


Fig.  552. — Cross-section  and  End  Elevation. 


Fig.  553. — Ground-plan. 


Passenger  Depot  at  Sottth  Park,  Minn.,  Minnesota  &"  Northwestern  Railroad. — The  passenger  depot 
of   the    Minnesota   &    Northwestern    Railroad  at   South    Park,  Minn.,  designed   by  Mr.  C.  A.  Reed, 


298 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


Supervising  Architect,  M.  &  N.  W.  R.  R.,  shown  in  Figs.  554  to  557,  represents  a  class  of  struc- 
tures used  by  the  Minnesota  &  Northwestern  Railroad  at  suburban  points.  The  building  is  of  brick, 
20  ft.  X  38  ft.,  divided  into  a  gentlemen's  waiting-room;  a  ladies'  waiting-room;  and  a  ticket  and 
telegraph  office.  There  is  a  covered  platform  shed  extension  to  the  building,  20  ft.  6  in.  long,  at 
each  end  of  the  building. 


Fig.  554. — Front  Elevation. 


Fig.  555. — End  Elevation. 


Fig.  556.— Cross-section. 


Fig.  557. — Ground-plan. 


Passenger  Depot  at  Soiiierville,  N.  J.,  Central  Railroad  of  New  Jersey. — The  passenger  depot  of 
the  Central  Railroad  of  New  Jersey  at  Somerville,  N.  J.,  shown  in  Figs.  558  to  560,  designed  by 
Mr.  Frank  V.  Bodine,  Architect,  Asbury  Park,  N.  J.,  and  built  under  the  direction  of  Mr.  Wm.  H. 
Peddle,  Superintendent,  C.  R.  R.  of  N.  J.,  is  a  stone  building,  with  slate  roof,  the  main  portion  of 
the  building  being  only  one  story  high.  The  ground-plan  shows  a  general  waiting-room,  21  ft.  X  32 
ft.;  a  ladies'  waiting-room,  15  ft.  X  16  ft.,  with  toilet-room  attached;  a  smoking-room,  12  ft.  X   15  ft.. 


LOCAL   PASSENGER   DEPOTS 


299 


with  gentlemen's  toilct-rooni  attached;    a  l)aggage-rooni,  12  ft.  X  17  ft.;   and  a  ticket  and   telegraph 
office.     The  rooms  on  the  upper  floor  are  utilized  for  offices.     The  stone  used  in  the  building  is  light- 


FiG.  558. — Front  Elevation. 


Fig.  559.— End  Elevation. 


Fir,.  560. — GROUNn-n.AN, 

colored  Jersey  sandstone.     The  interior  is  finished  in  wood.     The  building  is  lighted  by  electricity 
and  heated  by  steam.     There  is  a.  parte-  cochcre  at  one  corner  of  the  building. 


300 


BUILDINGS   AND    STRUCTURES   OF  AMERICAN   RAILROADS. 


Passenger  Depot  at  Wilkcsbane,  I'd.,  Lehigh  Valley  Railroad. — l"he  i)assenger  depot  of  tlie  Lehigh 
Valley  Railroad  at  Wilkesbarre,  Pa.,  shown  in  Figs.  561  to  563,  is  a  handsome  and  well-designed  two- 
story  stone  and  brick  building,  with  slate  roof,  226  ft.  long  and  from  34  to  60  ft.  wide.     At  the 


■  1  Jr — ^         T 

'V'' — ■'_^                                                                  £.uflfCH  rfooM 
^^^  /.ao/cs* 1     t I        -if     1 


Fig.  561. — GKouNii-n.AN. 


Fig.  562. — Perspective. 


centre  of  the  building  there  is  a  wide  passage-way  from  the  street  to  the  train  side  of  the  depot, 
closed  by  vestibule  doors.  On  one  side  of  this  passage-way  is  a  gentlemen's  waiting-room,  32  ft.  X 
40  ft.,  connecting  with  a  smoking-room,  and  a  gentlemen's  toilet-room  at  the  rear  end  of  the  smoking- 
room.  There  is  also  a  baggage-room  at  this  end  of  the  building.  On  the  other  side  of  the  passage 
mentioned  is  the  ladies'  waiting-room,  32  ft.  X  40  ft.  Beyond  the  ladies'  waiting-room  there  is  a 
lunch-room,  a  dining-rnnm,  and  a  ])antry,  with  stairs  leading  to  tlie  kitchen  on  the  upper  floor.      The 


LOCAL    PASSENGER   DEPOTS. 


301 


four  corners,  formed  by  the  passage-way  through  the  centre  of  the  building  and  tlie  cross  passage- 
way connecting  the  gentlemen's  waiting-room  with  the  ladies'  waiting  room,  are  utilized  respectively 
for  a  ticket-office,  with    a   ticket-window   leading   to  the  ladies'  waiting-room,  and  a  ticket-window 


Fig.  563.— Interior  View  of  \Vaitin(;-r9om. 


opening  on  the  general  passage-way;  a  telegraph  office;  a  ladies'  toilet-room,  opening  from  the  ladies' 
waiting-room;  and  the  stairs  leading  to  the  upper  floor,  where  the  division  offices  are  located.  The 
interior  of  the  building  is  finished  very  artistically  and  handsomely.  The  depot  was  built  under  the 
general  supervision  of  Mr.  Alexander  Mitchell,  Division  Superintendent,  I,.  V.  R.  R. 

Passenger  Depot  at  Kalamazoo,  Mich.,  Michigan  Central  Railroad. — The  passenger  depot  of  the 
Michigan  Central  Railroad  at  Kalamazoo,  Mich.,  shown  in  Figs.  564  and  565,  designed  by  Mr. 
Cyrus  I,.  W.  Eidlitz,  Architect,  New  York  City,  illustrated  and  described  in  the  issue  of  the  Railroad 
Gazette  of  Aug.  5,  1887,  and  in  the  issue  of  the  Railway  Rcviciv  of  November  12,  1887,  is  a  brick 
building  with  brown-stone  trimmings,  red-tile  roof,  and  terra-cotta  ridge-rolls  and  cresting.  The 
general  layout  and  design  are  excellent,  and  can  be  highly  recommended.  There  is  a  central  or  main 
building,  73  ft.  X  40  ft.,  with  a  gentlemen's  waiting-room  and  a  ladies'  waiting-room,  divided  by  a 
passage-way,  on  one  side  of  which  there  is  a  ticket-office,  and  on  the  other  side  of  which  there  is  a 
ladies'  toilet-room,  with  entrance  from  the  ladies'  waiting-room,  and  a  stairway  leading  to  a  small 
conductor's  room  overhead.  There  are  two  small  detached  buildings  about  60  ft.  distant  from  the 
main  building,  connected  with  the  latter  by  covered  platforms.  One  of  these  buildings  has  a  gentle- 
men's toilet-room,  13  ft.  8  in.  X  19  ft.,  and  a  telegraph-office  and  battery-room,  19  ft.  X  22  ft.  10  in. 
The  other  building  has  a  baggage-room,  22  ft.  10  in.  X  19  ft.,  and  a  telegraph-office,  13  ft.  8  in.  X 
19  ft.     There  is  a  portc  cocBre  on  the  rear  of  the  building.     The  finish  of  the  interior  of  the  waiting- 


3o2  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


□       B 


o 
z 

O 

C 

I 


LOCAL   PASSENGER   DEPOTS. 


303 


(  e 


ilini 


I'hc  walls  are  elaborately 


room   is  in  (juartered  red-oak,  xvilli    deep   panelled   and   timbered 

wainscoted  in   panels,  4  ft.  6  in.   high,  and  plastered  and  fresco-painted    to   the  ceiling.     The  two 

rooms  are  of  pressed   and  moidded   brick  and  stone,  with  tile  hearth 


large  fire-|)laces  in  the  waiting-rc _  ..    , _..    „  ,  

and  jand)S.      All  uj)per  sash  is  glazed  with  stained  glass,  and  all  clear  glass  is  French  [ilate. 

Passenger  Depot  at  Ann  Aii>or,  Mich.,  Muiiigan  Centra!  Railroad. — Tiie   passenger  depot  of  the 
Michigan  Central  Railroad  at  Ann  Arbor,  Mich.,  desciibed  and  illustrated  in  the  issue  of  the  Railroad 


38-3'l_.-, ^ 


Lmlmi {'        r       f       f       ^       ^       V> 


JO__^« 


Fig.  566. — Grounu-i'lan. 

Gazette  of  April  i,  18S7,  in  the  issue  of  the  Engineering  News  of  September  10,  1887,  and  in  the 
issue  of  the  Raihoay  Review  of  November  12,  1887,  designed  by  Mr.  F.  H.  Speir,  architect,  Detroit, 
Mich.,  shown  in  Fig.  566,  is  a  handsome  stone  building,  with  slate  and  red-tile  roofs.  The  main 
building  is  two-story,  38  ft.  X  100  ft.,  and  has  on  the  ground-floor  a  gentlemen's  waiting-room, 
23  ft.  10  in.  X  35  ft.;  a  ladies'  waiting-room,  28  ft.  6  in.  X  34  ft.  10  in.,  with  toilet-room  attached  ;  a 
ticket  and  telegraph  office  ;  a  lobby  or  passage-way  through  the  building  ;  and  a  stairway  leading  to 
the  upper  floor.  While  the  lobby  in  this  design  may  add  to  the  architectural  effect  of  the  building, 
and  serves  as  a  passage-way  to  and  from  trains,  the  introduction  of  this  feature  in  the  ground-plan  is 
objectionable.  It  cuts  off  the  possibility  of  having  the  ticket-office  adjoin  the  ladies'  waiting-room, 
so  th-at  ladies  have  to  enter  the  gentlemen's  waiting-room  or  stop  in  the  lobby  or  passage-way  to  buy 
tickets,  and  if  this  lobby  is  used  as  a  passage-way  to  and  from  trains  it  will  prove  very  disagreeable 
for  passengers  in  the  waiting-rooms,  especially  in  winter.  In  addition  to  the  main  building  there  are 
two  separate  buildings,  each  20  ft.  X  40  ft.,  located  Co  ft.  distant  from  each  end  of  the  main  buihling, 
and  connected  with  it  by  covered  platform  roofs.  One  of  these  buildings  is  used  for  a  baggage-room 
and  the  other  is  used  for  an  e.xpress-office  and  a  gentlemen's  toilet-room.  This  structure  is  built 
entirely  of  dressed  boulders  of  various  colors.  The  main  roof  is  of  slate,  the  roof  of  the  large  tow-er 
is  red  tile,  and  that  of  the  small  tower  is  of  copper.  The  interior  finish  is  of  red  oak  throughout,  and 
the  ticket-office  is  quartered  red-oak.  The  floors  are  of  maple,  and  the  vestibule  is  laid  with  French 
tiles;  the  clear-story  windows  are  of  stained  glass.     The  building  is  heated  by  hot-water  heaters. 

Passenger  Depot  at  Bay  City,  Mich.,  Michigan  Central  Railroad. — The  passenger  depot  of  the 
Michigan  Central  Railroad  at  Bay  City,  Mich.,  is  a  handsome  stone  building,  two  to  three  stories 
high  ;  with  large  square  clock-tower,  designed  by  Mr.  F.  H.  Speir,  Architect,  Detroit,  Mich.,  illus- 
trations of  which  were  published  in  the  issue  of  the  Railroad  Gazette  of  Dec.  26,  1S90.  The  dejjot 
is  divided  into  two  buildin'js,  the  main  building  being  166  ft.  and  the  small  building  62  ft. 
long.  The  two  Iniildings  are  connected  by  a  covered  passage,  58  ft.  long.  The  ground-floor  of  the 
main  building  has  a  gentlemen's  waiting-room;  a  ladies'  waiting-room,  with  toilet-room  attacheil; 
a  ticket-office;  lobbies;  a  parte  eoehere:  a  dining-room;  a  kitchen;  a  serving-room;  a  refrigerator-room; 
and  pantries.  The  smaller  building  has  a  boiler-room;  a  baggage-room;  an  exiiress-room;  and  a  gen- 
tlemen's toilet-room.     The  structure  is  described  as  follows,  in  the  publication  mentioned. 

Tlio  material  of  the  niaiii  walls  \-,  of  c^iie  kind  thioughout.  a  reddish-brown  stone,  rock-faced,  and  laid 
in  broken  courses,  as  shown.     The  roof  is  covered  tliri>iighout  willi  red  tile. 

The  inside  finish  is  mostly  bircli,  except  in  the  men's  waiting-room,  where  it  is  red  oak.  The  birch 
finish  costs  about  the  same  as  red  oak,  and  gives  a  more  pleasing  effect.  The  ladies'  room  is  provided 
witli  the  usual  retiring-rooms  and  a  fireplace  that  burns  wood.  The  buildings  are  heated  throughout 
by  a  hot-water  heater.     The  small   building  attache<i  t<j  the  large  one    by  a   shed  roof    is   used    for   the 


.304 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


gentlemen's  toilet-room,  baggage-room,  express-room,  and  boiler-room.  At  the  extreme  south  end  of  the 
main  building  is  a  dining-room,  attached  to  which  are  tlie  necessary  kitchens,  carving-room,  cold-storage- 
room,  store-rooms,  etc.,  witli  four  sleeping  apartments  in  tlie  second  story  for  the  help. 

The  second  story  of  the  main  building,  together  with  a  few  rooms  in  the  third  story,  is  used  for  ollices 
for  the  division  superintendent  and  his  assistants,  the  assistant  general  freight  agent  and  his  clerical  force, 
the  resident  engineer,  roadmaster,  conductors,  and  car-accountant. 

Passenger  Depot  at  Battle  Creek,  Mich.,  Michigan  Central  Railroad. — The  passenger  depot  of  the 
Michigan   Central    Railroad   at    J5attle   Creek,    Mich.,   shown    in    I'igs.   567    and    568,    designed    by 


Fig.  567. — PERsrECTivE. 


it~-a — rz^JT^ 


CCAle    of    ftel 


Fig.  568. — Ground-plan.     (By  permission  of  The  Engineering  Record.) 


Messrs.  Rogers  &  McFarlane,  Architects,  Detroit,  Mich.,  described  and  illustrated  in  the  issue  of  the 
Engineering  Nen's  of  Sept.  10,  1887;  in  the  issue  of  the  Railway  Rerieiv  of  Nov.  12,  1887;  T/ie  Engin- 
eering Magazine,  December,  1891;  and  in  T/ie  Engineering  Record,  Vol.  20,  is  a  brick  building,  with 
red-stone  trimmings  and  red-tiled  roof.  The  main  building  is  about  36  ft.  X  125  ft.,  and  is  divided 
into  a  gentlemen's  waiting-room;  a  ticket-office;  a  ladies'  waiting-room,  with  toilet-room  attached; 
and  a  vestibule  or  hall,  running  through  the  centre  of  the  building.  This  hall  or  passage-way  has 
the  same  serious  objections  mentioned  in  connection  with  the  Ann  Arbor  depot  of  the  same  road. 
There  is  a. parte  cochere  at  the  rear  of  the  main  building.  Located  some  distance  from  one  end  of  the 
main  building,  and  connected  with  it  by  a  covered  passage-way,  there  is  a  separate  building,  contain- 
ing a  baggage-room;  an  express-office;  a  gentlemen's  toilet-room;  and  a  boiler-room.  The  main 
building  has  a  square  clock-tower,  72   ft.  high.     The  structure  is  built  of   Lake  Superior  red  stone, 


LOCAL    PASSENGER   DEPOTS. 


5°5 


Detroit  red  bricks,  and  with  an  Akron  red-tile  roof.  The  interior  finisli  is  (juartered  white-oak,  an- 
tique finished,  with  panelled  wainscoting,  and  a  large  old-fashioned  fire-jilace  at  one  end  of  the  ladies' 
waiting-room.  The  building  is  heated  by  hot-water  heaters.  The  ceiling  in  the  waiting-rooms  is  i6 
ft.  4  in.  high. 

The  complete  specification  for  this  depot  is  given  in  the  Ajjpendi.K  at  the  back  of  this  book. 


Fig.  569. — Perspective. 


k 27  ff 


K 3eFt ^f 


K 


FiG.    570. — GrOUND-I'L.VN. 

Passenger  Depot  at  Dexter,  Mich.,  Michigan  Central  Railroad.— '\\\<t  passenger  depot  of  the  Mich- 
igan Central  Railroad  at  Dexter,  Mich.,  shown  in  Figs.  569  and  570,  described  and  illustrated  in 
the  issue  of  the  Railroad  Gazette  of  April  i.  1887,  and  in  the  issue  of  the  Engineering  News  of  Sept. 
10,  1887,  designed  by  Mr.  F.  H.  Speir,  Architect,  Detroit,  Mich.,  is  a  single-story  frame  structure, 
63  ft.  X  20  ft.,  divided  into  a  gentlemen's  waiting-room;  a  ladies'  waiting-room;  a  telegraph  and 
ticket  ofhce;  and  a  baggage-room. 

Passenger  Depot  at  Rye,  N.  V.,  New  York,  Ne^u  Haven  of  Hartford  Railroad.— Iht  passenger 
depot  of  the  New  York,  New  Haven  &  Hartford  Railroad,  at  Rye,  N.  Y.,  designed  by  Mr.  W.  S.  Bab- 
cock,  Architect,  New  Haven,  Conn.,  illustrated  and  described  in  the  issue  of  The  Engineering  Record 
of  Nov.  23,  i88g,  shown  in  Figs.  571  to  573,  published  by  permission  of  The  Engineering  Record, 
is  a  single-story  stone  structure,  with  slate  roof.  The  interior  is  divided  into  a  general  waiting- 
room,  30  ft.  X  40  ft.;  a  ticket  and  telegraph  office,  10  ft.  X  13  ft.,  located  in  a  square  projection 
at  one  corner  of  the  general  waiting-room;  a  baggage  and  express  room,  20  ft.  X  30  ft.;  and  toilet- 
rooms  for  Indies  and  gentlemen.  The  building  is  surrounded  on  three  sides  by  a  covered  platform 
shed,  shown  in  Fig.s.  408  to  412,  which  is  extended  each  way  from  the  building,  so  as  to  make  a 
total  length  of  covered  platform  of  250  ft.,  the  entire  platform  length  being  500  ft.  A  similar  plat- 
form and  platform  roof  is  built  on  the  opposite  side  of  the  tracks  from  the  depot  building. 

Junction-station  Passenger  Depot  at  Palmer,  Mass.,  Boston  &=  Albany  Railroad  and  New  London 
&=  Noni'ich  Railroad. — The  i)assenger  depot  at  Palmer,  Mass.,  a  junction  station  of  the  Boston  & 
Albany  Railroad  and  of  the  New  London  &  Norwich   Railroad,  illustrated  in  the  issue  of  the  Amcri- 


3o6 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


can  Architect  and  Building  Nnvs  of  Feb:  26,  1887,  designed  b)-  the  late  Mr.  H.  H.  Richardson,  Archi- 
tect, consists  of  a  stone  building,  located  in  the  acute  angle  formed  by  the  two  railroads,  the  shape  of 
the  building  being  trapezoidal.     The  building  has  a  general  waiting-room;  a  dining-room  with  kitchen 


2 


and  pantry;  a  ladies'  toilet-room;  a  telegraph-office;  one  ticket-office  for  both  railroads;  a  smoking- 
room,  with  gentlemen's  toilet-room  attached;  an  agent's  room  for  the  Boston  &  Albany  Railroad;  an 
agent's  room  for  the  New  London  &  Norwich  Railroad;  and  a  baggage-room  for  the  New  London  & 
Norwich   Railroad.     The  baggage-room  for  the  Boston  &  Albany  Railroad  is  in  a  separate  building. 


LOCAL   PASSENGER    DEPOTS.  307 

Passenger  Depot  at  Newcastle,  Pa.,  Pitts/nag  &■•  Lake  Erie  Railroad  and  Buffalo,  New  York  &• 
Philadelphia  Raihvay. — The  passenger  depot  at  Newcastle,  Pa.,  used  jointly  by  the  Pittsburg  &  Lake 
Erie  Railroad  and  the  Buffalo,  New  York  &  Philadelphia  Raihvay,  is  illustrated  and  described  in 
the  issue  of  the  Railway  Review  of  Dec.  i,  1883.  The  description  in  the  publication  mentioned  is  as 
follows  ; 

Tlic  building  has  a  front  of  60  ft.  on  Pittsburg  Street,  running  back  26  ft.  with  a  12-ft.  porch  extending 
on  each  side  and  continuing  around  to  the  rear,  connecting  with  a  two  story  baggagc-rooni,  12  ft.  x  26  ft. 
Tlic  front  and  sides  are  laid  with  Rochester  pressed  brick,  in  black  mortar,  in  a  neat  and  artistic  manner. 
The  window-trimmings,  string-courses,  corner  quoins,  tablet-block,  and  such  cut-stone  work  as  called  for  by 
drawings,  are  all  taken  from  Massillon  white  sandstone,  and  all  work  rubbed  to  a  smooth  surface.  The  rear 
of  building,  including  the  baggage-room,  is  laid  with  extra-select  common  brick,  in  same  style  of  workman- 
ship as  the  pressed-brick  work.  The  roof  of  the  entire  structure  is  slate,  and  that  of  the  lower  part  is  cut 
to  pattern  with  variegated  pattern  slate  intermixed.  The  cornice  is  of  wood,  with  brick  panel  frieze-work 
and  brick  dental  foot-mouldings.  The  roof  of  the  main  building,  including  the  baggage-room  and  bay- 
window  roofs,  is  surmounted  with  a  handsome  iron  cresting.  The  porcli  ceilings  are  panelled  and  moulded. 
The  columns  have  rich  carved  capitals.  The  roof  is  covered  with  standing  seam  IX  tin.  The  entire 
window  and  door  frames  throughout  the  building  are  made  of  cherry.  AH  sash  throughout  are  of  walnut, 
and  are  hung  with  sash  chain  over  polished  brass  axle-pulleys.  On  entering  the  building  from  Pittsburg 
Street  there  is  a  corridor  of  240  square  ft.,  the  floor  of  which  is  laid  with  ornamental  tile  of  a  neat  and 
artistic  pattern.  Passing  to  either  side  of  same,  we  find  the  waiting-rooms,  one  gentlemen's  and  one  ladies', 
all  finished  up  in  a  rich  manner.  The  wainscoting  for  these  rooms  and  rooms  of  the  entire  first  story, 
together  with  stair  lialls,  is  taken  from  Georgia  yellow  pine  of  select  growth,  and  surmounted  with  walnut 
cap-mouldings  and  walnut  base-work.  The  floors  are  also  laid  with  same  quality  yellow  pine.  The  inside 
finish  of  these  rooms  and  throughout  first  story,  including  doors,  shutters,  and  such  like,  is  all  walnut  work, 
finished  in  cabinet  style  of  workmanship.  The  ceilings  have  bold  stucco  cornice-work  and  rich  centre- 
pieces, all  stucco. 

Each  waiting-room  is  provided  with  toilet-rooms,  fitted  up  with  all  the  modern  conveniences,  together 
with  stationary  wash-stands,  etc.  The  seating  of  these  waiting-rooms  is  finished  in  walnut  and  ash  work, 
extendmg  along  the  walls  and  mitred  together  at  each  angle.  The  work  was  made  to  special  design.  The 
ticket-offices  are  in  front,  facing  the  corridor,  and  are  partitioned  off  from  each  other  with  a  strong  and 
ornamental  crimped-wire  partition  with  artistic  rosettes.  The  hardware  u.scd  in  first  story  of  the  building 
is  genuine  bronze.  The  stairs  leading  from  the  corridor  lands  one  in  the  hallway  in  second  story,  from 
which  access  is  easily  gained  to  the  different  office-rooms  occupied  by  each  road.  These  offices  are  all 
finished  up  in  a  super-workmanlike  manner,  having  inside  shutters  and  such  conveniences  as  are  demanded 
in  offices  planned  for  railroad  work.  Stationary  wash-stands  are  supplied.  The  superintendent  of  the  River 
Division  of  the  Buffalo,  New  York  &  Philadelphia  Railroad  Company  occupies  the  entire  suite  of  rooms  in 
second  story  of  one  half  of  the  building.  The  other  side  is  exclusively  taken  up  by  tiie  Pittsburg  cS:  Lake 
Erie  Railroad  Company  for  varying  office-work. 

The  mansard  or  third  story  is  reached  by  stairways  from  second  floor,  and  the  rooms  here  are  devoted 
to  the  engineering  department.  The  room  in  the  tower  is  used  as  a  general  store-room  for  stationery,  etc. 
The  cellar  under  the  entire  building  is  8  ft.  high  ;  the  first  story  is  13  ft.  6  in.  ;  second  story,  12  ft.  6  in. ;  and 
mansard,  or  third  story,  12  ft.  high.  All  the  exposed  face  of  the  cellar  walls  above  the  grade-line  is  finished 
with  rock-face  range-work,  in  regular  courses,  taken  from  Baden  stone.  The  stone  steps  leading  to  the 
front  entrance  and  the  porches,  together  with  sill  and  belt-course,  are  of  the  same  material.  The  plans  for 
the  building  were  prepared  by  Mr.  Joseph  Angler,  Architect,  Alleghany  City,  Pa. 

Passenger  Depot  at  Fort  Payne,  Ala.,  Alabama  Great  Southern  Railroad. — The  passenger 
depot  of  the  Alabama  Great  Southern  Railroad  at  Fort  Payne,  Ala.,  designed  by  Mr.  G.  B.  Nicholson, 
Chief  Engineer,  A.  G.  S.  R.  R.,  illustrated  in  the  issue  of  Engineering  News  oi  September  12,  1891, 
from  which  publication  Figs.  574  to  576  arc  taken  by  permission,  is  a  handsome  and  substantially 
built  brick  and  stone  structure  with  slate  roof.  The  building  is  in  the  main  single-story,  and  is  89  ft. 
X  23  ft.  in  ground-plan.  It  is  divided  into  a  ladies'  w-aiting-room,  21  ft.  X  24  ft.  6  in.,  with  toilet- 
room  attached  ;  a  ticket-office,  10  ft.  6  in.  X  15  ft.,  including  a  3-ft.  bay-window  projection  on  the 
track  side  ;  a  gentlemen's  waiting-room,  21  ft.  X  24  ft.  6  in.,  with  toilet-room  attached  ;  a  store-room, 
5  ft.  X  5  ft.,  back  of  the  office  ;  a  stairway  leading  to  the  upper  floor  ;  and  a  baggage  and  exjjress 
room,  32  ft.  X  21  ft.  There  is  a  handsomely  built  veranda,  7  ft.  wide,  on  the  rear  of  the  building 
facing  the  street,  with  .\ porte  coehcre.     At  the  corner  of  the  building  next  to  the  track  there  is  a  round 


3°S 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


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LOCAL   PASSENGER   DEPOTS. 


309 


tower,  which  forms  in  the  interior  a  handsome  alcove  connected  with  the  ladies'  waiting-room. 
There  is  a  covered  porch  extension  of  the  building  at  the  end  of  the  building  next  to  the  baggage- 
room. 

A  full  copy  of  the  specifications  for  this  depot,  kindly  furnished  by  Mr.  G.  B.  Nicholson,  will  be 
found  in  the  Appendix  at  the  back  of  this  book. 


Fig.  576. — End  Elevation. 

Passctis^er  Depot  at  Bowcnvilk  Station,  Fall  River,  Mass.,  Old  Colony  Railroad. — -The  passenger 
depot  of  the  Old  Colony  Railroad  at  the  Bowenville  Station,  Fall  River,  Mass.,  shown  in  Figs.  577 
to  579,  is  a  large  and  artistically  designed  depot,  plans  for  which  were  prepared  by  Mr.  Bradford  L. 
Gilbert,  Architect,  New  York,  N.  Y.,  and  published  in  the  issue  of  the  Railroad  Gazette  of  Feb. 
27,  i8gi.  A  perspective  view  of  this  depot  is  also  published  in  The  Engineering  Magazine  for 
Dec.  1891.  The  ground-plan  has  a./>orte  coch'cre  leading  to  a  rotunda,  19  ft.  X  22  ft.,  with  a  ticket- 
office,  8  ft.  X  13  ft.,  and  a  telegraph-office,  g  ft.  X  22  ft.,  and  an  agent's  room,  14  ft.  X  22  ft.,  leading 
from  it.  On  one  side  of  this  rotunda  is  a  gentlemen's  waiting-room,  37  ft.  X  40  ft.,  with  a  smoking- 
room,  16  ft.  X  22  ft.,  and  a  gentlemen's  toilet-room,  15  ft.  X  16  ft.,  leading  from  the  smoking-room. 
Beyond  these  rooms  there  is  a  lamp-room,  6  ft.  X  18  ft.,  and  two  rooms  for  trainmen,  each  18  ft.  X 
21  ft.  On  the  other  side  of  the  rotunda,  mentioned  above,  there  is  a  ladies'  waiting-room,  37  ft.  X 
40  ft.,  with  a  ladies'  dressing-room,  10  ft.  X  21  ft.,  leading  from  it,  and  a  ladies'  toilet-room,  10  ft.  X 
16  ft.     13eyond  these  rooms  there  is  a  baggage-room,  27  ft.  X  37  ft.;  and  a  mail  room,  7  ft.  X  9  ft. 

The  depot  is  described  as  follows  in  the  issue  of  the  Railroad  Gazette  mentioned  above. 

The  station  is  located  in  the  centre  of  a  large  square,  under  the  main  hill,  and  in  order  to  break  the 
monotony  of  tlie  length  and  the  low  etTect.  the  sky-line  has  been  broken  Ijy  carrying  up  the  ticket  loggia  as 
a  square  turret  or  tower  on  the  street  side,  the  li.ght  from  the  windows  overhead  being  utilized  for  the  ticket 
loggia.  On  either  side  of  this  ticket  loggia  is  shown  on  a  blank  wall-space  a  map  of  the  Old  Colony  Kail- 
road  and  connections. 

Waiting-rooms  are  provided  for  men  and  women,  with  arched  ceilings  about  20  ft.  in  lieiglit  at  the 
centre.  The  woodwork  of  these  rooms,  including  the  flooring,  and  panelled  wainscoting  9  ft.  higli,  and 
columns  in  the  openings,  is  entirely  of  oak.  No  plaster  is  used  anywhere  in  the  building.  Two  special 
features  have  been  provided  in  the  general  plan — the  smoking-room,  and  in  the  ladies'  waiting-room  several 
alcoves,  with  open  fire-places,  for  the  accommodation  of  private  parties.  There  is  also  an  open  fire-place  in 
the  men's  waiting-room.  The  general  cflfect  of  the  e.xterior  is  one  of  raassiveness  and  solidity,  and  is  pro- 
duced entirely  by  constructional  outlines,  no  fancy  detail  or  ornamental  work  being  provided  anywhere. 

Tlie   main  superstructure  is  of  rock-faced,  dark   pink,  Milford  (Mass.)  granite,  with   trimm'ings,  string- 


3IO 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


■s^ 


LOCAL    PASSENLiER   DEPOTS.  311 

courses  and  voussoirs  of  Loiigmeadow  red  sandstone.  The  platforms,  togetlier  with  the  floor  of  the  smok- 
ing-room, baggage-room,  trainmen's  and  hackmen's  room,  will  be  of  concrete  pavement,  and  the  interior 
walls  of  all  these  rooms  will  be  finished  in  pressed  brick  (with  wooden  ceilings),  while  both  toilet-rooms  will 
be  finished  in  marble  on  the  floor  and  6  ft.  in  height  around  the  walls. 

The  roof  of  the  building  will  be  of  slate,  with  a  tile-cresting  and  finials  as  shown.  The  entire  exterior 
woodwork  will  be  of  yellow  pine,  finished  in  natural  color.  The  platforms  are  protected  by  awnings,  and 
space  is  provided  at  the  south  end  of  the  building  for  a  hack-stand,  while  at  the  north  end  a  covered  space 
is  provided  for  baggage  and  express  wagons. 

The  building  was  estimated  to  cost  less  than  $40,000. 


i 


Fig.  579. — Cross-section. 


oBradJordL-qiibciT/tcht- 


Passenger  Depot  at  St.  Paul  Park  Station,  Chicago,  Burlington  &"  Northern  Railroad. — The 
passenger  depot  of  tlie  Chicago,  Burlington  &  Northern  Railroad  at  St.  Paul  Park  Station,  illustrated  in 
the  issue  of  the  Railway  Revieio  of  Nov.  12,  1887,  is  a  neatly  designed  one-story  brick  building,  with 
a  two-story  tower  facing  the  track,  and  platform-shed  extensions  at  each  end  of  the  building. 

Passenger  Depot  at.  Mott  Haven  Station,  \T,%th  Street,  New  York  City,  Ne7v  York  Central  &' 
Hudson  Ri-iCr  Railroad. — The  passenger  depot  of  the  New  York  Central  &  Hudson  River  Railroad 
at  Mott  Haven  Station,  138th  Street,  New  York  City,  designed  by  Messrs.  Robertson  and  Manning, 
Architects,  illustrated  in  tlie  issues  of  the  Raihvay  Review  of  July  16,  1887,  and  of  March  i,  1890, 
copied  from  Architecture  and  Building,  is  a  two-story  brick  structure,  with  red-tile  roof.  The  design 
is  very  picturesque,  and  while  the  structure  is  large,  it  is  broken  \\\)  by  gables,  arches,  a  clock-tower, 
and  artistically  designed  platform  roofs,  loggia,  and  carriage  entrance,  so  that  the  general  apjiearance 
is  perfect.  The  exterior  is  of  brick  and  terra-cotta.  An  ornamental  foot-bridge  for  passengers  is 
thrown  over  the  track,  so  as  to  enable  passengers  to  reach  the  opposite  side  of  the  tracks  from  the 
depot  without  crossing  the  tracks.  From  138th  Street  there  are  four  separate  entrances  to  the 
depot  ;  namely,  for  passengers,  through  a  loggia  ;  for  carriages,  through  a  large  and  imposing  arch- 
way ;  for  the  street-cars,  a  special  entrance  ;  and  another  one  for  baggage-wagons.  Inside  the  main 
entrance  of  the  building,  there  is  a  large  vestibule,  from  which  doors  lead  to  the  general  waiting-room, 
to  the   ticket  and  telegraph  offices,  and  to  the   baggage-room,  so  that   passengers  can  check   their 


312 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


baggage  from  the  vestibule  after  jnirchasing  tickets.  The  waiting-room  is  88  ft.  X  26  ft.,  two  stories 
high,  with  open  timbered  roof.  Next  to  the  waiting-room  there  is  a  large  restaurant.  On  the 
second  floor  there  are  the  general  offices  ;  a  restaurant  ;  a  kitchen  ;  a  ladies'  waiting-room  ;  and 
toilet-rooms. 

Fassaigcr  Depot  at  Melrose,  Ne7v  York  City,  New  York  Central  &-■  Hudson  River  Railroad. — 
The  passenger  depot  of  the  New  York  Central  &  Hudson  River  Railroad  at  Melrose  Station,  i62d 
Street,  New  York  City,  shown  in   Figs.  580  to   581,   designed  under  the  diiection   of  Mr  Walter 


Fig.  580. — Perspective. 


Fiu.  5S1. — Ground-plan. 

A,  Roadway  of  Bridge ;  B,  Sidewalk  of  Bridge  ;  C  C,  Baggage-raoms  ;  D  D,  Baggage  Elevators  ;  E  E,  Closets  ;  /',  Ticket  office  ;  C, 
Telegraph-office  ;  H,  Waiting-room  ;  L  L,  Train-platforms.  Windows  not  shown.  Turnstiles  at  the  exits  prevent  ingiess  e.xcept  througli 
the  waiting-room. 


Katt6,  Chief  Engineer,  described  and  illustrated  in  the  issue  of  the  Railway  Review  of  Feb.  8,  1890  ; 
in  X.\\ii  xsiwci  oi  Engineering  Netc's  o{  Feb.  8   and   15,1890;   and   also   in    the   issue   of   the   Railroad 


LOCAL    PASSENGER   DEPOTS.  313 

Gazette  (if  July  3,  1S91,  is  a  lirsl-cUiss  example  of  a  design  of  a  passenger  depot  located  on  a  bridge 
thrown  over  the  main  tracks  of  a  railroad,  where  ground  for  a  depot  luiilding  outside  of  the  space 
occujiied  by  the  tracks  is  nt)t  obtainalile  In  the  issue  of  the  Railway  Review  referred  to  above,  a 
full  set  of  plans  are  publislied  for  this  building.  The  span  of  the  bridge  which  supports  the  building, 
is  68  ft.  6  in.  in  the  clear,  which  gives  space  for  four  tracks  and  a  lo-ft.  platform  on  each  side.  The 
buiitling  is  about  26  ft.  wide,  with  a  13-ft.  sidewalk  on  one  side.  Passengers  going  to  the  depot  cross 
the  13-ft.  sidewalk  along  the  building  on  the  bridge  to  the  centre  of  the  span,  where  they  enter 
through  a  commodious  vestibule  to  the  general  waiting-room.  On  one  side  of  the  vestibule  is  a 
ticket-office,  on  the  other  side  is  a  telegraph-office  and  an  extra  ticket-office.  On  one  side  of  the 
general  waiting-room  there  is  a  ladies'  toilet-room  ;  on  the  other  side  there  is  a  gentlemen's  toilet- 
room.  There  is  a  baggage-room,  with  lift,  at  each  end  of  the  building,  one  for  outgoing,  and  the 
other  for-incoming  baggage.  At  each  end  of  the  building  a  flight  of  stairs  lead  to  the  i)latform  below, 
arranged  so  that  passengers  can  get  to  or  from  the  street  without  necessarily  passing  through  the 
waiting-rooms.  The  express-trains  use  the  two  middle  trackS;  while  way-trains  use  the  outside  tracks. 
There  are  fences  on  each  side  between  the  middle  tracks  and  the  outside  tracks. 

In  the  issue  of  the  A^f/Z/w/i/ 6'(?:t'//(' mentioned  the  following  remarks  are  made  in  connection 
with  the  "  Harlem  Depression  "  work  of  the  New  York  Central  &  Hudson  River  Railroad,  necessitating 
overhead  station  buildings  at  Morrisania,  Central  Morrisania,  Tremont,  and  Fordham,  similar  to  the 
overhead  station  at  Melrose. 

These  overhead  depots  are  all  built  adjacent  to  one  of  the  sidewalks  of  an  overhead  street  fjridg-e,  and 
access  to  the  station  is  from  this  sidewalk,  the  outer  sidewalk  girder  being  moved  out  10  the  rear  of  the 
station  building  so  as  to  put  the  station  practically  on  a  very  wide  sidewalk.  The  station  is  73  ft.  wide 
across  tracks,  and  26  ft.  longitudinally  with  tracks.  The  distance  from  the  floor  of  station  to  the  train  plat- 
form is  17  ft.,  and  there  is  16  ft.  clearance  above  top  of  rail.  A  central  entrance  from  the  sidewalk  through 
a  short  vestibule,  flanked  on  either  side  by  small  ticket  and  telegraph  offices,  admits  the  passenger  into  a 
waiting-room  about  iS  ft.  x  32  ft.,  with  closets  cfl!  each  end  of  the  room.  A  door  and  stairuay  at  each  corner 
of  the  waiting-room  leads  to  the  train  phitform  below.  The  stairways  are  4ft.  5  in.  wide  in  the  clear.  Near 
each  corner  of  the  building  adjacent  to  the  sidewalk,  and  with  a  door  from  the  sidewalk,  is  a  baggage-room 
n  ft.  X  12  ft.  At  each  corner  of  the  building  at  the  sidewalk  is  an  exit  turnstile  and  a  passageway  for  passen- 
gers from  trains. 

From  each  baggage-room  an  elevator  about  5  ft.  square,  and  inclined  about  5  ft.  from  the  perpendicular 
in  16  ft.  height,  descends  to  the  train  platform  below.  For  proper  work,  with  very  heavy  travel,  one  man 
would  be  required  up-stairs  to  jeccive,  check,  and  lower  baggage,  and  anotlier  below  to  take  it  from  the 
elevator  and  handle  it  to  train.  Tliese,  with  a  ticket-agent  and  a  gatekeeper  in  tlie  waiting-room, 
would  make  four  men  required  at  each  station.  At  present  but  two  are  employed — the  ticket-agent  and  a 
baggageman. 

The  framework  of  the  station  is  of  iron  ;  the  interior  is  of  oak,  finished  in  hard  oil.  The  exterior  is 
covered  with  iron,  arranged  in  moulded  panels,  with  iron  mouldings,  cornices,  and  brackets,  and  with  orna- 
mental shingled  roof,  with  crestings,  tower,  and  gables.  These  stations  cost  from  $22,000  to  §24,000  each, 
and  the  artificial  stone  platform  alongside  the  tracks  about  §1500  additional. 

The  retaining-walls  are  recessed  to  accommodate  the  track  platforms  of  the  stations.  The  necessities 
of  the  streets  adjacent  and  parallel  to  the  track  made  these  platforms  and  the  stairways  narrower  than  was 
desired,  but  the  frequency  and  shortness  of  the  local  trains  and  the  fact  that  the  stations  are  so  near  each 
other  will  doubtless  obviate  trouble  from  this  lack  of  width. 

Passenger  Depot  at  Oltiii/iwa,  la  ,  Chicago,  Btiilington  d-  Qiiincy  Railroad. — The  passenger  depot 
of  tlie  Chicago,  Burlington  &  Quincy  Railroad  at  Ottumwa,  la.,  designed  by  Messrs.  Burnham  & 
Root,  architects,  Chicago,  111.,  illustrated  and  described  in  the  issue  of  the  Raihvay  Rerie^c  of 
November  19,  1887,  is  a  handsome  twostory  brick  building,  196  ft.  X  36  ft.,  with  slate  roof.  The 
brick  is  of  a  dark  color,  and  stone  trimmings  are  used.  The  interior  is  divided,  commencing  at  one 
end  of  the  building,  in  an  express-room,  a  baggage-room,  a  hallway,  a  gentlemen's  waiting-room,  with 
lunch-counter  at  one  corner,  a  ticket-office,  a  ladies'  waiting-room,  toilet-rooms  for  ladies  and  gentle- 
men opening  from  the  res])ective  waiting-rocmis,  a  lunch-counter  at  (me  end  of  the  ladies'  waiting- 
room,  a  dining-room,  a  kitchen,  a  bakery,  and  a  laundry.  The  second  floor  is  used  for  offices,  supply- 
rooms,  and  living-rooms. 


314 


BUILDINGS  AND   STKUCTUERS   OF  AMERICAN  RAILROADS. 


Passenger  Depots,  New  York  &'  Norilicni  Liailway. — The  passenger  depots  of  the  New  York  & 
Northern  Railway  at  Bryn  Mawr  Park  Station,  and  at  Yonkers,  N.  Y.,  are  illustrated  in  the  issue  of 
the  Railway  News  of  October,  1890. 


iraliltEi'Sllis 


,  3  Stmion  of  the  N>(ClNonrM_tKMRR. 


.  ijaVM  liAviR  pwi^'5' 


Fig   582. — Street  Elevation. 


Fig.  5S3. — Perspective. 


fcR-A  I^A'.'W  STW\<fl 

Fig.  58.1.— Fire-place  in  Waitingrocim. 

In  Fig.  582  is  shown   the  street  elevation  of  the  depot  at  Yonkers,  N.  Y.,  which  is  a  handsome 
three-story   brick    and    iron    building,  facing   Getty   Square,  with    100  ft.   frnntage.     The   passenger 


LOCAL    PASSENGlUi   DEPOTS.  315 

entrance  is  at  the  north  end  on  the  first  floor,  wliich  also  includes  space  for  a  restaurant  and  baggage- 
rooms.  A  marble  staircase  leads  to  the  waiting-rooms  and  ticket-office  on  the  second  floor,  in  the 
rear  of  which  are  tlie  exits  to  the  trains. 

Figs.  5S3  and  584  show  tlie  depot  at  I'.ryn  iMawr  Park,  whicli  is  a  small,  [lit  turesque,  single- 
story  stone  building. 

The  illustrations  are  made  from  i)lalcs  kindly  furnished  to  the  author  by  Mr.  L.  M.  Allen, 
General  Passenger  Agent,  N.  Y.  &  N.  Ry. 

L'asscngcr  Depot  at  South  Park,  III.,  Illinois  Central  Kailroail.—'Vh^  i>assenger  depot  of  the  Illinois 
Central  Railroad  at  South  Park,  Chicago,  111.,  described  and  illustrated  in  the  issue  of  the  Railway 
Review  of  April  16,  1881,  is  a  large  and  handsome  two-story  brick  and  stone  structure,  with  slate 
roof,  divided  into  three  separate  buildings,  connected  by  covered  sheds  and  jilatform  roofs.  The 
main  portion,  or  central  building,  is  41  ft.  X  90  ft.,  with  an  84-ft.  high  main  tower.  The  pavilions  at 
each  end  are  10  ft.  X  23  ft.  The  sheds  connecting  the  main  building  with  the  pavilions  at  each  end 
are  each  26  ft.  wide  and  73  ft.  long.  The  main  building  is  divided  on  the  ground-floor  into  waiting- 
rooms,  ladies'  toilet-room,  offices,  and  restaurant,  'i'he  pavilion  at  one  end  is  used  for  a  baggage- 
room;  the  pavilion  at  the  other  end  is  used  for  a  gentlemen's  toilet-room  and  store-room.  The 
upper  floors  are  used  for  offices,  supplies,  and  rooms  connected  with  the  restaurant. 

Fa'isci'.ger  Depot  at  Charlotte,  N.  C,  Riehmond  &=  Danville  Railroad. — The  passenger  depot  of  the 
Richmond  &  Danville  Railroad  at  Charlotte,  N.  C,  designed  by  W.  L.  Poindexter  &  Co.,  architects, 
Washington,  D.  C,  illustrated  in  the  issue  of  the  Inland  Arehitect  and  Neics  Record,  No.  8,  Vol.  14, 
and  in  the  Raihmy  Revicio  of  January  25,  1890,  is  a  two-story  brick  structure,  with  a  single-story 
extension.  The  building  is  surrounded  by  platforms  on  all  sides.  The  railroad  passes  on  one  side  of 
the  building.  The  structure  is  large  and  finished  very  handsomely,  and  is  built  more  on  the  char- 
acter of  a  terminal  depot.  The  ground-plan  has  a  ladies'  waiting-room,  with  toilet-room  attached,  a 
gentlemen's  waiting-room,  a  ticket-office,  a  station-agent's  office,  a  large  restaurant,  a  gentlemen's 
toilet-room,  a  baggage-room,  an  express-room,  a  store-room,  and  stairs  leading  to  the  upper  floor. 
The  upper  floor  is  used  partly  for  offices,  and  partly  for  the  kitchen  and  other  rooms  connected  with 
the  restaurant. 

Passenger  Depot  at  Kensington  Avenue,  Buffalo,  N.  Y.,  Neiv  York,  Lake  Erie  &-'  Western  Railroad. 
— The  passenger  depot  of  the  New  York,  Lake  Krie  &  Western  Railroad  at  Kensington  Avenue, 
Buffalo,  N.  Y.,  illustrated  in  the  issue  of  the  Raihcay  Review  of  June  4,  1S87,  is  a  single-story  frame 
structure,  with  slate  roof,  costing  about  $3500.  The  interior  is  divided  into  waiting-rooms,  offices, 
toilet-rooms,  and  baggage-room. 

Passenger  Depot  at  Atlanta,  Ga.,  East  Tennessee,  Virginia  &'  Georgia  Railroad. — The  passenger 
depot  of  the  East  Tennessee,  Virginia  &  Georgia  Railroad  at  Atlanta,  Ga.,  designed  by  Mr.  C.  11. 
Waring,  engineer  and  architect,  Middlesborough,  Ky.,  illustrated  in  the  issue  of  the  Railway  Review 
of  July  19,  1884,  is  a  single-story  frame  structure,  about  20  ft.  X  120  ft.,  sheathed  on  the  outside 
with  horizontal,  vertical,  and  diagonal  boarding,  in  panels.  The  ground-plan  is  divided  into  a 
restaurant,  14  ft.  X  25  ft.;  a  kitchen,  18  ft.  X  17  ft. ;  a  colored  waiting-room,  20  ft.  X  17  ft.;  a  ticket- 
office,  12  ft.  X  14  ft.;  a  telegraph-office,  12  ft.  X  14  ft.;  a  gentlemen's  waiting-room,  22  ft.  X  17  ft.;  a 
ladies'  waiting-room,  16  ft.  X  17  ft.,  with  toilet-room  attached;  an  express-room,  1 1  f t.  X  12  ft.;  and 
a  baggage-room,  14  ft.  X  12  ft.  At  the  centre  of  the  building,  over  the  ticket-office  and  telegraph- 
office,  there  are  two  small  bedrooms  provided  on  the  second  floor.  The  interior  of  the  building  is 
finished  in  selected  Georgia  pine,  shellacked  and  varnished.  The  exterior  is  i)ainted  in  two  shades 
of  green,  with  all  the  chamfered  edges  in  terra-cotta. 

Passenger  Depot  at  Ardmorc,  Pa.,  Pennsylvania  Railroad. — The  passenger  depot  at  Ardmore,  Pa., 
of  the  Pennsylvania  Railroad,  shown  in  Fig.  585,  designed  by  Messrs.  Josei)h  M.  Wilson  and  F.  G. 
Thorn,  of  the  firm  of  Wilson  Bros.  &  Co.,  architects,  Philadelphia,  Pa.,  illustrated  and  described  in 
the  issue  of  the  Railroad  Gazette  ^^i  March  30,  1877,  and  in  the  Engineering  Magazine,  December, 
1891,  is  a  very  handsomely  designed  two-story  slone  structure,  with  slate  roof.  The  walls  are  built  of 
gneiss  stone,  with  rock  face,  laid  irregularly,  with  Ohio  sandstone  sills  and  lintels.  The  ground  surface 
drops  very  heavily  at  one  end  and  in  the  rear  of  the  building  down  from  the  railroad,  so  that  a  light 
basement-story  is  olitaincd,  which  is  utilized  as  a  dwelling  for  the  agent,  consisting  of  a  [larlor,  a  bed- 


:i6 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN   RAILROADS. 


room,  a  dining-room,  a  kitchen,  and  a  cellar.  The  ground-floor,  on  the  level  with  the  railroad,  has  a 
general  waiting-room,  20  ft.  X  35  ft.;  a  ladies'  private  room,  14  ft.  X  18  ft.,  with  toilet-room  attached; 
a  gentlemen's   smoking-room,   11   ft.  X  12   ft.,  with   a  toilet-room,  accessible   from    the   rear  of   the 


Fig.  5S5. — Perspective. 


building;  a  baggage-room,  8  ft.  X  12  ft.;  a  telegraph-office,  in  connection  with  the  signai-tower;  a 
ticket-office,  9  ft.  X  18  ft  ;  and  a  small  bedroom.  The  second  floor  has  three  bedrooms  and  a  signal- 
tower.     The  illustration  is  from  a  plate  kindly  furnished  by  the  railroad  company. 

Design  for  Passenger  Depot,  Pennsylvania  Railroad. — The  design  for  a  suburban  passenger  dejjot 
on  the  line  of  the  Pennsylvania  Railroad,  prepared  by  Messrs.  Wilson  Bros.,  civil  engineers  and  archi- 
tects, Philadelphia,  Pa.,  described  and  illustrated,  with  a  finely  executed  colored  plate  inset,  in 
the  issue  of  the  Railroad  Gazette  of  September  22,  1882,  is  a  two-story  brick  structure,  with  red-tile 
roof.  The  ground-floor  has  a  general  waiting-room,  30  ft.  X  40  ft.,  with  a  small  ladies'  waiting-room 
and  ladies'  toilet-room  attached.  Also,  a  telegraph  and  ticket  office,  a  baggage-room,  and  a  gentlemen's 
toilet-room,  the  latter  with  entrance  from  the  rear  of  the  building.  The  upper  floor  has  a  living-room, 
three  bedrooms,  and  a  store-room. 

Passenger  Depot  at  Thirty-ninth  Street,  Chicago,  III.,  Illinois  Central  Railroad. — The  passenger 
depot  of  the  Illinois  Central  Railroad  at  Thirty-ninth  Street,  Chicago,  111.,  illustrated  in  the  issue  of 
the  Railway  Review  of  January  8,  1887,  is  a  two-story  stone  and  brick  structure,  with  slate  roof. 
The  exterior  is  finished  very  artistically  and  attractively.  The  interior  is  divided  into  gentlemen's 
and  ladies'  waiting-rooms,  offices,  toilet-rooms,  baggage-room,  etc. 

Passenger  Depot  at  Keicanee,  III. — The  passenger  depot  at  Kewanee,  111.,  designed  by  Messrs. 
Burnham  &  Root,  architects,  Chicago,  111.,  illustrated  in  the  issue  of  the  Inland  Architect  and  News 
Record.  No.  4,  Vol.  9,  is  a  single-story  structure  with  wide  sloping  roofs,  surrounded  by  a  low  platform 
on  all  sides.  The  interior  is  di\ided  into  a  gentlemen's  waiting-room;  a  ladies'  waiting-room;  a  ticket 
and  telegraph  office;   a  liaggage-room;    and  toilet-rooms. 


LOCAL   PASSENGER    DEPOTS.  317 

Passc'/iger  Depot  at  Newark,  Del.,  Philadelphia,  Wilmington  b'  Baltimore  Railroad. — The  passen- 
ger depot  of  the  Philadelphia,  Wilmington  &  Raltimore  Railroad,  designed  by  Mr.  S.  C.  Fuller,  Chief 
Engineer,  illustrated  in  the  issue  of  the  Railroad  Gazette  of  April  26,  1878,  is  a  handsome  two-story 
brick  structure,  with  slate  roof.  The  size  of  the  building  is  21  ft.  X  56  ft.  The  ground-floor  has  a 
gentlemen's  waiting-room;  a  ladies'  waiting-room;  a  ticket  and  telegraph  office;  a  baggage-room;  a 
kitchen;  and  a  stairway  leading  to  tlie  upper  floor.  The  upper  floor  has  a  sitting-room  and  three  bed- 
rooms. 

Passenger  Depot  at  Twenty-seeond  .Street,  Chicago,  III.,  Illinois  Central  Railroad. — The  passenger 
depot  of  the  Illinois  Central  Railroad  at  Twenty-second  Street,  Chicago,  111.,  illustrated  in  the  issue  of 
the  Railway  Review  of  March  6,  1880,  is  a  two-story  ornamental  brick  structure,  with  slate  roof  and 
handsome  square  tower.  The  building  is  25  ft.  X  80  ft.,  and  is  divided  into  a  gentlemen's  waiting- 
room,  32  ft.  X  23  ft.,  and  a  ladies'  waiting-room,  20  ft.  X  23  ft.  The  waiting-rooms  are  connected  by  a 
])assage-way,  on  one  side  of  which  is  a  ticket  and  telegraph  office  with  an  octagonal  bay-window  pro- 
jection, and  on  the  rear  of  which  are  toilet-rooms  for  ladies  and  gentlemen,  opening  from  the 
respective  waiting-rooms.  At  one  end  of  the  building  is  the  baggage-room,  12  ft.  X  23  ft.;  also  the 
stairway  leading  to  the  second  floor  of  the  building. 

Passenger  Depot  at  Roekford,  III.,  Chicago,  Madison  &=  Northern  Railway. — The  passenger  depot 
of  the  Chicago,  Madison  &  Northern  Railway  at  Roekford,  111.,  designed  by  Mr.  Henry  Schlacks, 
architect,  plans  for  which  were  published  in  the  Raihcay  Revie^o  of  June  2,  1888,  and  in  the  Inland 
Arehitect  and  News  Record,  No.  6,  Vol.  11,  is  a  stone  and  brick  structure,  with  a  covered  platform  on 
the  track  side,  and  a  large,  square,  ornamental  tower  at  the  centre  of  the  building.  The  interior  is 
divided  into  waiting-rooms,  toilet-rooms,  offices,  baggage-rooms,  etc. 

Passenger  Depot,  Utica,  N.  Y.,  Delaware  &'  Hndsoti  Canal  Company. — The  passenger  depot  at 
Utica,  N.  Y.,  of  the  Utica,  Clinton  &  Binghamton  Railroad,  leased  by  the  Delaware  &  Hudson  Canal 
Company,  is  described  as  follows  in  the  issue  of  the  Railroad  Gazette  of  February  6,  1885. 

The  building  is  in  the  Queen  Anne  style  of  architecture.  It  is  of  ordinary  brie  k,  laid  in  red 
mortar,  and  has  brown-stone  trimmings.  In  height  it  is  two  stories  and  attic.  The  inincipal  waiting- 
room  has  two  large  entrances  from  Genesee  Street.  The  room  is  a  large  one,  and  well  lighted.  In 
one  end  the  ticket-office  is  partitioned  off.  Under  the  stairway  leading  to  the  second  story  is  a  news 
and  book  stand.  Just  beyond  the  ticket-office  is  a  passage-way  and  a  wide  door  leading  to  the  depot- 
yard.  ]ust  beyond  this  passage-way  is  the  ladies'  waiting-room,  adjoming  which  is  a  toilet-room  and 
water-closet.  Still  further  in  the  rear  is  the  baggage-room,  which  has  wide  entrances  from  Water 
and  Division  Streets,  ;'.nd  a  wide  baggage  window  in  the  rear,  where  baggage  can  be  unloaded  direct 
into  the  room.  On  the  Division  Street  side  is  an  ample  shed,  under  which  baggage  and  passengers 
will  have  protection  from  the  weather.  There  is  also  a  shed  along  the  railroad  front  for  the  benefit 
of  passengers.  These  sheds  are  ornamental  in  design  and  coloring.  The  floors  are  of  Georgia  pine, 
and  the  interior  is  well  lighted.  The  side  walls  and  ceiling  are  ceiled  with  2-inch  spruce,  finished  in 
the  wood.  The  outer  doors  are  of  handsomely  grained  quartered  oak,  and  the  door  and  window 
trimmings  and  gas-fixtures  are  of  brass.  Over  each  inside  door  is  a  large  transom,  supplied  with  a 
transom-lifter.  The  seats  in  the  waiting-room  are  of  perforated  woodwork,  and  comfortable  and 
cleanly.  The  interior  work  is  neat,  attractive,  and  cheerful,  the  abundance  of  light  and  the  bright 
appearance  of  the  woodwork  adding  much  to  the  effect. 

On  the  second  floor,  the  room  facing  Genesee  Street  is  the  superintendent's  office,  at  the  side  of 
wliich  is  a  private  office.  Next  in  rear,  and  communicating  with  the  superintendent's  office  by  a 
small  window,  is  the  conductors'  room,  supplied  with  large  ash  desks,  and  five  closets  for  uniforms. 
Again  in  rear  of  this,  and  connected  by  a  similar  window,  is  the  office  of  the  train-despatcher.  In 
this  office,  as  also  in  the  superintendent's  office  and  the  ticket-office  on  the  first  floor,  there  is  a  bay 
projection  commanding  an  extensive  view.  The  rooms  on  the  second  floor  have  a  wainscoting  of 
pine  instead  of  the  ceiling  on  the  first  floor.  .Suitable  sinks,  storage-rooms,  etc.,  are  ])rovided  for,  and 
in  all  respects  the  building  is  very  convenient.  The  rooms  are  high  between  floors,  the  first  story 
being  16  ft.  and  the  second  15  ft.  high. 

Passenger  Depot  at  Manitoii,  Col. — The  passenger  depot  at  Manitou,  Col.,  designed  by  Mr.  Clinton 
J.  Warren,  architect,  Chicago,  III  ,  illustrated  in  the  Inland  Architect  and  News  Record,  No.  6,  Vol.  9,  is 


J 


1 8  BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


an  artistic,  single-story  stone  structure  with  heavy  sloping  roof.  The  masonry  is  irregular  rubble 
work,  with  cut-stone  corners  and  arches.  The  interior  has  a  waiting-room;  baggage-room;  toilet- 
room;  and  an  office,  located  in  a  round-tower  projection,  at  one  corner  of  the  building.  The  platform 
at  the  front  and  end  of  the  building  is  covered,  and  a  handsome /i)/-/^  cochcre  is  built  at  the  rear  of 
the  building. 

Passiiigcr  Depot  at  Seymour,  I/k/.,  Ohio  &-'  Mississippi  Raila'ay. — The  jiassenger  depot  of  the  ( )hio 
&  Mississippi  Railway  at  Seymour,  Ind.,  illustrated  and  described  in  the  issue  of  the  Railway  Review 
of  November  2,  1SS9,  can  be  considered  as  representative  of  the  class  of  depot  buildings  in  use  on 
the  Ohio  iV'  Mississippi  Railway.  The  same  character  of  building  and  ground-plan  arrangement  of  the 
interior  is  carried  out,  as  far  as  possible,  in  general,  for  all  similar  structures  along  the  railroad,  with 
the  necessary  alterations  to  suit  local  requirements.  The  depot  at  Seymour  is  a  two-story  frame 
structure,  sheathed  on  the  outside  with  ujiright  boarding  and  shingles,  in  panels.  The  size  of  the 
building  is  24  ft.  X  52  ft.,  with  an  S-ft  X  30-ft.  anne.x  in  the  rear.  The  first  floor  is  divided  into  a 
gentlemen's  w-aiting-room,  23  ft.  X  18  ft.;  a  ladies'  waiting-room,  23  ft.  X  18  ft.;  an  office,  17  ft.  X  13 
ft.,  with  a  circular  bay-window  projection;  a  battery-room,  6  ft.  X  13  ft.;  a  ladies'  toilet-room,  8  ft.  X 
8  ft.,  opening  from  the  ladies'  waiting-room;  and  the  stairway  leading  to  the  second  floor.  The 
second  floor  has  a  trainmaster's  office;  a  telegraph-office;  a  train-despatcher's  office;  a  store-room;  and 
a  vestibule  for  trainmen.  The  gentlemen's  toilet-room  is  located  in  a  separate  building,  in  the  rear 
of  the  main  building.  The  baggage-room  is  also  located  in  a  separate  building,  50  ft.  distant  from 
one  end  of  the  main  building. 

Passenger  Depot  at  Bates  City,  Mo. — The  passenger  depot  at  Bates  City,  Mo.,  illustrated  in  the 
issue  of  the  Railway  Re'rie7i'  of  May  24,  1879,  is  a  two-story  frame  structure,  with  slate  roof.  The 
outside  is  sheathed  with  upright  and  ornamental  boarding,  in  panels.  The  interior  has  a  waiting- 
room,  ticket-office,  baggage-room,  and  toilet-room. 

Passenger  Depot  at  Glen  Riilge,  N.  /,,  Dehucare,  Lackawanna  er'  Western  Railroad. — The  pas- 
senger depot  of  the  Delaware,  Lackawanna  &  Western  Railroad  at  Glen  Ridge,  N.  J.,  illustrated  and  de- 
scribed in  the  issue  of  the  Railroad  Gazette  of  April  29,  18S7,  shown  in  Figs.  586  to  588,  is  a  two-story 
stone  structure,  with  slate  roof.  The  railroad  at  this  point  passes  through  a  sandstone  cut,  18  ft.  deep, 
so  that  the  wagon-road  is  on  a  level  with  the  upper  story  of  tlie  building.  In  addition  to  its  use  for  a 
railroad  depot,  the  building  had  to  be  designed  to  accommodate  a  post-office  and  an  express-office. 
The  walls  are  built  of  blue-black  trap-rock  rubble  masonry,  with  red-brick  corners  and  belt-courses. 
The  wide  porch  roof  at  the  front  of  the  building,  on  a  level  with  the  wagon-road,  is  extended  at  one 
end  so  as  to  form  3.  parte  cochere. 

Passenger  Depot  at  Lndependenee,  Mo.,  Chicago  &^  Alton  Railroad. — The  passenger  depot  of  the 
Chicago  &  Alton  Railroad  at  Independence,  Mo.,  illustrated  in  the  issue  of  the  Raihvay  Re-oieic  of 
May  3,  1879,  is  a  two-story  frame  structure  w-ith  slate  roof,  sheathed  on  the  outside  with  horizontal, 
vertical,  and  diagonal  boarding,  and  ornamental  shingles,  in  panels.  The  ground-plan  shows  a  wait- 
ing-room, ticket-office,  baggage-room,  and  toilet-rooms. 

Passenger  Depot  at  Oak  Grove,  Mo. — The  passenger  depot  at  Oak  Grove,  Mo.,  is  illustrated  in 
the  issue  of  the  Railway  Review  of  May  17,  1879.  It  is  a  tw'O-story  frame  structure,  with  slate  roof. 
The  ground-plan  shows  a  waiting-room,  ticket-office,  baggage-room,  and  toilet-room. 

Passenger  Depot  at  Rahway,  N.  J.,  Pennsylvania  Railroad. — The  passenger  depot  of  the  Penns)'l- 
vania  Railroad  at  Rahway,  N.  J.,  designed  by  Mr.  Joseph  M.  Wilson,  described  and  illustrated  in 
the  issue  of  the  Railroad  Gazette  of  July  5,  1878,  is  a  two-story  brick  structure,  with  slate  roof.  The 
ground-i)lan  h:is  a  gentlemen's  waiting-room,  22  ft.  X  40  ft.,  and  a  ladies'  waiting-room,  22  ft.  X  24 
ft.  The  waiting-rooms  are  connected  by  a  passage-way,  on  one  side  of  which  is  a  telegraph  and  ticket 
office,  16  ft.  X  16  ft.,  with  a  scptare  bay-window  projection,  and  on  the  other  side  of  which,  on  the 
rear  of  the  building,  located  in  a  square  projection  of  the  main  building,  are  toilet-rooms  for  ladies 
and  gentlemen,  opening  from  the  respective  waiting-rooms.  There  is  also  a  stairway  leading  to  the 
upper  story,  and  at  one  end  of  the  building  a  baggage-room,  11  ft.  6  in.  X  22  ft.  The  face  walls  are 
built  of  French  bricks,  with  pencilled  black  joints,  relieved  with  black  bricks.  The  belt-courses,  window- 
sills,  chimney-caps,  and  arch-stones  of  the  windows  and  doors  are  of  Ohio  sandstone. 

Union   J^assenger  Depot,  Canton,    Ohio. — The   Union    Railroad    Dejiot   at  Canton,  Ohio,   designed 


LOCAL    PASSENGER    DEPOTS. 


3'9 


by  Mr.  \V.  Wliitiiey  Lewis,  architect,  Boston,  Mass.,  illustrated  in  the  issue  of  the  Amcncaii  Architect 
and  RiiiliUiig  Neics,  .\ugust  7,  1880,  is  a  two-story  brick  building,  with  square  ornamental  clock- 
lower,  and  slate   roof.      The  tracks  pass   on  one  side  of  the  building.     The  building  is  about  40  ft. 


%1. 
Fig.  5S7. — First  STORY  Plan. 


Kic.  586.  — Peijsi'ective. 


»^Sf^ 


Fig.  588.— Cellar-plan. 


wide  X  190  ft.  long,  and  the  ground-floor  was  designed  so  as  to  give  a  gentlemen's  waiting-room,  30 
ft.  X  37  ft.  6  in.,  and  a  ladies'  waiting-room,  30  ft.  X  37  ft.  6  in.  The  waiting-rooms  are  connected  by 
a  passage-way,  on  one  side  of  which  there  is  a  small  telegraph   and  ticket  office,  with  hexagonal  bay- 


320  BUILDINGS  AND   STRUCTURES   OF  AMF.RICAX  RAILROADS. 

window  projection,  and  on  the  other  side  of  which  is'  a  hidies'  toilet-room.  In  addition,  there  is  a 
gentlemen's  toilet-room  with  entrance  from  the  gentlemen's  waiting-room;  a  baggage-room;  a  dining- 
room;  a  kitchen;  a  serving-room;  and  stairs  leading  to  the  upper  floor.  In  the  depot,  as  actually 
built,  the  dining-room  and  kitchen  were  omitted,  and  a  small  freight-room  substituted. 

Tasseiigcr  Depots,  IFest  Shore  Railroad. — The  standard  passenger  depots  designed  for  the  West 
Shore  Railroad,  under  the  direction  of  Mr.  Walter  Katte,  Chief  Engineer,  as  illustrated  and  described 
in  the  issue  of  the  Railroad  Gazette  of  May  7,  1886,  known,  respectively,  as  class  "  A,  B,  C,  and  D: — 
agent,"  are  two-story  frame  structures,  built  in  general  to  the  same  ground-plan,  but  varying  sufificie-ntly 
in  the  minor  details  of  each  plan,  principally  in  the  roofs,  so  as  to  give  each  structure  an  individual 
and  local  character  without  essentially  changing  the  main  details  of  this  class  of  structures.  The 
standard  ground-plans  are  also  published  in  the  issue  of  E/igiiieeri/ig  News  of  March  31,  1888. 

Class  "A  "  presents  on  the  first  floor,  a  ticket  and  telegraph  ofifice,  12  ft.  X  12  ft.,  with  a  S(iuare 
bay-window  projection;  a  gentlemen's  waiting-room,  15  ft.  X  16  ft.;  a  ladies'  waiting-room,  15  ft.  X 
16  ft.;  a  baggage-room,  10  ft.  X  15  ft.;  a  ladies'  toilet-room,  opening  from  the  ladies'  waiting-room; 
a  gentlemen's  toilet-room,  with  entrance  from  the  outside  on  the  rear  of  the  building;  and  the  stair- 
case leading  to  the  upper  floor.  The  second  floor  has  a  living-room,  15  ft.  X  16  ft.  ;  a  bedroom,  15 
ft.  X  16  ft.;  and  two  smaller  rooms. 

Class  "B  "  shows  in  the  ground-plan,  a  gentlemen's  waiting-room,  17  ft.  X  23  ft.,  and  a  ladies' 
waiting-room,  17  ft.  X  23  ft.,  connected  by  a  passage-way,  on  one  side  of  which  is  a  telegraph-office, 
II  ft.  X  12  ft.,  with  a  square  bay-window  projection,  and  on  the  other  side  of  which,  on  the  rear  of 
the  building,  is  a  ticket-ofifice,  11  ft.  X  12  ft.,  with  a  square  bay-window  projection.  There  is  also  a 
baggage-room;  a  ladies'  toilet-room,  opening  from  the  ladies'  waiting-room;  and  a  gentlemen's  toilet- 
room,  with  entrance  from  the  rear  of  the  building. 

Class  "  C  "  is  similar  to  class  "  B,"  excepting  in  the  size  of  the  rooms.  The  gentlemen's  wait- 
room  is  24  ft.  X  23  ft.;  the  ladies'  waiting-room  24  ft.  X  23  ft.;  and  the  baggage-room  12  ft.  X  23  ft. 

Class  "  D  "  is  similar  to  class  "  C,"  excepting  in  the  size  of  the  waiting-rooins,  which  are  each 
32  ft.  X  23  ft. 

Passenger  Depot  at  Terrace  Park  Station,  Buffalo,  N.  ¥.,  Ne7C'  York  Central  d~  Hudson  River 
Railroad. — The  passenger  depot  of  the  New  York  Central  &  Hudson  River  Railroad  at  Terrace  Park 
Station,  Buffalo,  N.  Y.,  designed  by  Messrs.  R.  H.  Robertson  and  A.  J.  Manning,  architects.  New 
York  City,  plans  for  which  were  published  in  the  Railway  Revietii  of  March  19,  1887,  and  in  the 
Railroad  and  Engineering  Journal  oi  May,  1887,  is  a  very  handsome  and  large  structure,  with  stone 
base,  pressed-brick  walls,  terra-cotta  trimmings,  and  tile  roof.  A  bridge  or  covered  passage-way  is 
thrown  over  the  main  tracks  in  front  of  the  building,  connecting  with  the  shelter  and  platform  on  the 
side  of  the  tracks  away  from  the  main  building.  The  interior  is  divided  into  a  large,  square  vestibule, 
with'an  elaborate  entrance  from  the  street,  which  is  on  a  lower  level  than  the  railroad.  Leading  from 
this  vestibule  there  is  a  passage-way  and  stairway,  to  get  to  the  platform  on  the  level  of  the  track. 
A  ticket-ofifice,  a  parcel-room,  and  a  baggage-room  adjoin  the  vestibule  on  one  side,  while  on  the 
other  side  there  is  a  general  waiting-room,  with  a  ladies'  private  room  and  toilet-room  connecting 
with  the  general  waiting-room.  A  gentlemen's  toilet-room  at  the  same  end  of  the  building  is  entered 
from  the  outside  of  the  building. 

Passenger  Depot  at  East  Douglas,  Mass.,  New  York  (Sr'  New  England  Railroad. — The  passenger 
depot  of  the  New  York  &  New  England  Railroad  at  East  Douglas,  Mass.,  plans  for  which  were  pub- 
lished in  the  Railroad  Gazette  of  April  8,  1881,  is  a  single-story  frame  structure,  sheathed  on  the  out- 
side with  vertical  and  horizontal  boards,  and  ornamental  sliingles,  in  panels,  and  roofed  with  slate. 
There  is  a  small  parte  cochere  on  the  rear  of  the  building.  The  interior  is  divided  into  a  gentlemen's 
waiting-room,  17  ft.  X  19  ft.;  a  ladies'  waiting-room,  17  ft.  X  19  ft.;  a  ticket-office,  9  ft.  X  9  ft.;  a 
baggage-room;  a  ladies'  toilet-room,  with  entrance  from  the  ladies'  waiting-room;  and  a  gentlemen's 
toilet-room,  with  an  entrance  from  the  outside  of  the  building. 

Passenger  Depot  at  Niagara  Falls,  N.  Y.,  New  York,  Lake  Erie  b^  Western  Railroad. — In  the 
issue  of  the  Railway  Review  of  August  27,  1S87,  the  plans  were  published  for  a  proposed  passenger 
depot  at  Niagara  Falls,  N.  Y.,  for  the  New  York,  Lake  Erie  &  Western  Railroad. 


LOCAL  PASSENGER  DEPOTS. 


321 


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322 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


Passenger  Depot  at  Walkerville,  Out. — The  plans  for  a  depot  at  Walkerville,  Ont.,  designed  by 
Messrs.  Mason  &  Rice,  architects,  were  published  in  the  Inland  Architect  and  News  Record,  No.  7, 
Vol.  14.  The  building  is  a  stone  structure,  with  heavy  sloping  roofs,  and  an  elaborate  and  heavy 
square  clock-tower.  Tiie  interior  is  divided  into  waiting-rooms,  offices,  baggage-room,  toilet-rooms, 
etc. 

Passenger  Depot  at  Dedham,  Afass.,  Boston  er"  Providence  Rai/road.— The  passenger  depot  of  the 
Boston  &  Providence  Railroad  at  Uedham,  Mass.,  designed  by  Messrs.  Sturgis  &  Brigham,  architects, 
])Oston,  Mass.,  plans  for  which  were  published  in  the  American  Architect  and  Building  News,  April  4, 
1885,  is  a  very  elaborate  and  architecturally  highly  finished  stone  building,  with  sloping  roof  and  clock- 
tower,  built  on  an  irregularly  shaped  ground-plan.  The  exterior  of  the  structure  has  more  the 
appearance  of  a  chapel  than  a  railroad  depot.  The  interior  is  divided  into  a  gentlemen's  waiting- 
room,  with  toilet-room  attached;  a  ladies'  waiting-room,  with  toilet-room  attached;  a  ticket-office;  a 
baggage-room;  and  a  telegraph -office.  The  interior  finish  is  carefully  studied,  some  of  the  details  of 
which  are  illustrated  in  the  publication  mentioned. 

Passenger  Depot  at  Nc7C'  Bedford,  Mass.,  Old  Colony  Railroad. — The  passenger  depot  of  the  Old 
Colony  Railroad  at  New  Bedford,  Mass.,  designed  by  Mr.  Henry  Paston  Clarke,  arcliitect,  Boston, 
Mass.,  plans  for  which  were  publislied  in  the  N'erc'  England  Magazine  of  May,  18S6,  and  also  in  the 
issue  of  The  Engineering  Record  oi  April  6,  1SS9,  shown  in  Figs.  5S9  and  590,  published  by  per- 
mission of  The  Engineering  Record,  is  an  elaborate  stone  structure,  with  heavy  sloping  roofs.  There 
is  a  covered  platform  along  the  face  of  the  building  ne.xt  to  the  track,  extending  both  ways  along  the 
track.  The  building  is  160  ft.  X  40  ft.,  and  is  divided  into  a  gentlemen's  waiting-room  and  a  ladies' 
waiting-room,  connecting  by  a  passage-way,  on  one  side  of  which  is  a  ticket-office,  and  on  the 
other  side  of  which  is  a  telegraph  office  and  the  station-agent's  room.  In  each  waiting-room  there  is 
a  large  open  fire-place.  At  the  end  of  the  building,  next  to  the  ladies'  waiting-room,  there  is  a  ladies' 
private  room,  with  a  toilet-room  attached.  At  the  other  end  of  the  building,  next  to  the  gentlemen's 
waiting-room  (but  without  any  door  between  them),  there  is  a  baggage-room.  Next  to  the  baggage- 
room  is  a  gentlemen's  toilet-room,  with  entrance  from  the  platform;  also  a  fuel-room;  a  hackmen's 
room;  and  an  express-agent's  room.     The  ground-plan  of  the  building  is  very  good. 

Passenger  Depot  at  North  Easton,  Mass.,  Old  Colony  Railroad. — The  passenger  depot  of  the  Old 
Colony  Railroad  at  North  Easton,  Mass.,  designed  by  the  late  Mr.  H.  H.  Richardson,  architect,  Brook- 
lyne,  Mass.,  plans  for  which  were  published  in  the  American  Architect  and  Building  News  of  Feb.  26, 
1SS7,  and  in  The  Engineering  Magazine,  December,  1891,  from  which  publication  Fig.  591  is  taken, 
consists  of  a  single-story  granite  building,  with  brown-stone  trimmings  and  tiled  roof,  25  ft.  X  90  ft., 
with  a  platform  facing  the  track,  and  a  heavy  stone  arched  porte  cochcre  on  the  rear  of  the  building. 
The  building  is  divided  into  a  gentlemen's  waiting-room  and  a  ladies'  waiting-room.  A  ticket-office 
is  located  between  them  on   the  side  towards  the  track,  and   the  waiting-rooms  are  connected  back  of 


Fig.  5gi. — Perspective. 


LOCAL   PASSENGER  DEPOTS. 


32j 


the  ticket-office  by  a  lobby,  which  has  an  entrance  door  from  the  carriage-way  under  the  forte 
cochere.  At  the  end  of  the  gentlemen's  waiting-room  there  is  a  smoking  room;  a  gentlemen's  toilet- 
room;  and  a  door  to  the  baggage-room.  At  the  other  end  of  the  building  a  door  leads  from  the 
ladies'  waiting-room  into  a  large  ladies'  parlor,  with  toilet-room  attached.  The  ground-plan  layout 
and  the  architectural  artistic  features  of  the  building  are  first-class. 

Passenger  De/'o/  at  No/yoke,  A/ass.,  Connectieiit  River  Liailroad. — The  passenger  dejjot  of  the  Con- 
necticut River  Railroad  at  Holyoke,  Mass.,  shown  in  Figs.  592  and  593,  designed  by  the  late  Mr.  H. 


Fig.  592.— Perspective. 


H.  Richardson,  architect,  T.rooklyne,  Mass.,  plans  for  which  were  published  in  The  Engineering  Record, 
Vol.    14,  and  in   the   Anicrican  Architect  and  Building  News    of   Feb.  26,  18S7,  and   in    the   Ruilroaa 

Gazette  of  April  i,  1S87,  from  which  latter  publi- ■ 

cation  the  cuts  are  taken,  consists  of  a  double-story 

granite  building,  with  brown-stone  trimmings  and 

tiled   roof,  40    ft.  X  140   ft.,  surrounded   by   jjlat- 

forms  on  all  sides.     The  first  floor  is  divided  into 

a    general   waiting-room,   36    ft.  X  60    ft.,  with    a 

ticket-office,  partitioned   off  on  one  side,   facing 

the  track.     At  one  end  of  the  waiting-room  there 

is  a  telegraph-office,  and  a  lobby  leads  to  a  ladies' 

waiting-room,  with  toilet-room  attached.     The  ladies'  waiting-room  has  a  separate  entrance  from  the 

platform  on   the  track   side  of  the  house.     .At  the  other  end  of  the  building  there  is  a  gentlemen's 

toilet-room,  leading  off  from  the  general  waiting-room;  an  emigrants' waiting-room,  with   toilet-rooms 

attached  for  men  and  for  women;  a  baggage-room;  and  the  stairway  leading  to  the  upper  story. 


Fig.  593. — Ground-pi.an. 


324  BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 

Passenger  Depot  at  Aiibiinuhile,   Mass.,  Boston  &^  Albany  Railroad. — The  passenger    depot    at 


Fig.  594. — PERsrECTivE. 


Auburndale,  Mass.,  on  the  main  line  of  the  Boston  &  Albany  Railroad,  shown  in  Figs.  594  to  596, 
designed  by  the  late  Mr.  H.  H.  RicJiardson,  architect,  Brooklyne,  Mass.,  plans  of  whicli  were  [jub- 
lished  in  the  Railroad  Gazette  of  Nov.  5,  1886,  in  The  Engineering  Record,  Vol.  14,  in  the 
American  Architect  and  Building  Nc7lis  of  Feb.  26,  1887,  and  also  in  the  Railway  Revinv  of  April  6, 
i88g,  consists  of  a  single-story  granite  building,  with  brown-stone  trimmings  and  red-tile  roofing. 
There  is  a  covered  platform  along  the  face  of  the  building  and  at  the  end  of  the  building  next  to  the 


Fig.  595. — Ground-plan. 


Fig.  596. — General  Plan  of  Station  Layout. 


baggage-room,  and  an  artistically  designed  porte  cochere  on  the  rear  of  the  building.  The  interior  is 
divided  into  a  gentlemen's  waiting-room,  25  ft.  X  25  ft.,  and  a  ladies'  waiting-room,  25  ft.  X  30  ft., 
connected  by  a  small  passage-way,  on  one  side  of  which  is  a  ticket-office,  and  on  the  other  side  of 
wliich  there  are  a  ladies'  toilet-room  and  a  gentlemen's  toilet-room.  At  one  end  of  the  building, 
adjoining  the  ladies'  waiting-room,  there  is  a  baggage-room. 

Passenger  Depot  at  South  Framinghatn,  Mass.,  Boston  iSr'  Albany  Railroad. — The  passenger  depot  at 
South  Framingham,  Boston  &  Albany  Railroad,  designed  by  the  late  Mr.  H.  H.  Richardson,  archi- 
tect, Brooklyne,  Mass.,  plans  for  which  were  published  in  the  American  Architect  and  Building  Ne7vs 
of  Feb.  26,  1887,  consists  of  a  double-story  structure,  120  ft.  X  35  ft.,  with  covered  platforms  sur- 
rounding it.  The  interior  is  divided  into  a  general  waiting-room,  33  ft.  X  60  ft.,  on  one  side  of  which 
is  a  ticket-office,  and  on  the  other  side  of  which  is  a  large  ornamental  fire-place.  Adjoining  the 
general  waiting-room,  at  one  end  of  the  building,  there  is  a  dining-room;  a  buffet;  a  smoking-room; 
a  toilet-room  for  gentlemen;  a  serving-room  for  the  dining-room;  and  a  stairway  leading  to  the 
kitchen  on  the  second  floor  above  the  dining-room.  At  the  other  end  beyond  the  general  waiting-room 
the  building  is  divided  into  a  small  ladies'  waiting-room,  with  a  toilet-room  attached;  a  telegraph 
office;  a  package-room;  the  station-agent's  office;  and  the  stairway  leading  to  offices  on  the  second 


LOCAL   J'ASSI'.KGF.R   LiRPOTS  325 

floor.  The  arrangement  of  the  ground-plan  in  this  building  ran  he  considered  as  firsl-class  for  the 
purposes  to  be  acconi[ilished. 

Passenger  Depot  at  Brighton,  Mass.,  Boston  6^  Albany  Railroad. — The  passenger  depot  at  Brighton, 
Mass.,  of  the  Boston  &  Albany  Railroad,  designed  by  the  late  Mr.  H.  H.  Richardson,  architect, 
Brooklyne,  Mass.,  plans  for  which  were  published  in  the  American  Architect  and  Building  News  of 
Feb.  26,  1887,  consists  of  a  single-story  stone  structure,  80  ft.  X  30  ft.,  with  long  slo])ing  roof,  cov- 
ering steps  in  front  of  the  building,  leading  down  to  the  level  of  the  railroad.  The  interior  is  divided 
into  a  gentlemen's  waiting-room  and  a  ladies'  waiting-room,  connected  by  a  passage-way,  on  one  side 
of  which  is  a  ticket  office,  and  on  the  other  side  of  which  there  are  a  ladies'  toilet-room^and  a  gentle- 
men's toilet-room.  At  the  end  of  the  building,  next  to  the  gentlemen's  waiting-room,  there  are  a 
small  baggage-room  and  a  telegraph  office.  The  location  of  the  telegraph  office  at  the  rear  of  the 
building,  unless  called  for  by  some  local  requirement,  is  objectionable. 

Passenger  Depots,  Chicago  &=  Northwestern  Raihaiy. — Passenger  depots  designed  by  Messrs.  Cobb 
&  Frost,  architects,  Chicago,  111.,  for  the  Chicago  &  Northwestern  Railway  at  Oshkosh,  Wheaton, 
and  Kenosha,  are  described  and  illustrated  in  the  issue  No.  6,  Vol.  10,  of  the  Lnland  Architect  and 
News  Record,  and  also  in  the  issue  of  January  20,  1888,  of  The  Railway  Age. 

The  depot  at  Oshkosh  is  a  two- story  structure,  78  ft.  X  23  ft.,  divided  on  the  ground-floor 
into  a  ladies'  waiting-room  and  a  gentlemen's  waiting-room,  connected  by  a  broad  jiassage-way,  on 
one  side  of  which  is  a  ticket-office,  and  on  the  other  side  of  which  is  the  ladies'  toilet-room,  and 
the  stairway  leading  from  the  outside  of  the  building  to  the  upper  floor.  Thirty  feet  from  one  end 
of  the  main  building  there  is  a  baggage-room,  20  ft.  X  23  ft.,  and  30  ft.  from  the  other  end  of  the 
main  building  there  is  a  similar  size  building,  which  is  used  for  fuel  and  supplies,  and  for  a  gentle- 
men's toilet-room.  The  space  between  the  main  building  and  the  end  building  is  covered  by  a  wide 
shed  roof,  supported  by  columns  and  trusses.  The  building  has  stone  foundations,  with  rock-face 
stone  ashlar  walls  up  to  window-sills.  Above  the  window-sills  faced  brick  are  used.  The  main 
building  and  tower  is  roofed  with  slate,  the  platform  sheds  with  tin.  The  waiting-room  ceilings  are 
finished  up  into  the  roof,  giving  an  opportunity  for  furnishing  direct  light  from  above  the  shed  roof. 
The  interior  finish  is  in  oak,  with  maple  floors  and  high  wainscoting.  The  cost  of  the  building  is 
stated  to  have  been  $13,000. 

The  depot  at  ^\■heaton  has  two  waiting-rooms;  a  ticket-office;  a  baggage-room;  and  toilet-roorns; 
all  in  one  building,  70  ft.  X  20  ft.  The  platform  is  covered  for  200  ft.  along  the  track.  The  building 
is  built  entirely  of  frame,  with  a  ])ainted  shingle  roof.  The  lower  portion  of  exterior  of  building, 
below  window-sills,  vertical  sheathing,  and  above  this  to  ceiling  of  sheds  is  narrow  siding.  The  in- 
terior is  finished  in  pine,  painted,  with  wainscoting.  The  walls  above  wainscoting  and  ceiling  are 
sheathed  with  narrow  beaded  pine.     The  floors  are  hard  wood.     The  cost  is  stated  to  be  about  $4000. 

The  depot  at  Kenosha  is  81  ft.  X  23  ft.  in  size,  with  a  lavatory  annex,  8  ft.  X  13  ft.  The  main 
building  has  a  gentlemen's  waiting-room;  a  ladies' waiting-room;  a  ticket-office;  a  baggage-room;  and 
toilet-rooms.  The  building  has  stone  foundations  with  rock-faced  stone  ashlar  from  platform  to 
window-sills;  above  this  point  to  roof,  faced  brick.  The  covered  shed  over  platform,  supported  by 
columns  and  trusses,  is  200  ft.  long.  Projection  of  the  shed  on  track  side  of  building  14  ft.,  with 
extensions  on  each  end  20  ft.  wide.  The  roof  extends  down,  and  projects  8  ft.  on  the  other  three 
sides  of  the  building,  supported  on  brackets.  The  entire  roof  of  building,  including  shed,  is  covered 
with  purple  slate,  using  copper  for  ridge,  hip,  and  gutter  mouldings.  The  building  has  no  second 
story,  but  the  waiting-rooms  are  finished  about  one  third  into  roof.  Interior  of  building  is  finished 
in  oak,  with  a  high  wainscoting,  plastered  walls  and  ceilings,  maple  floors  throughout.  The  lavatory 
building  is  partially  disconnected  from  the  main  building  by  the  use  of  double  doors  and  ventilators, 
built  into  the  wall  connecting  the  two.  This  lavatory  has  three  seats  and  three  urinals  with  vault 
underneath,  with  a  ventilator  extending  from  the  same  up  through  the  roof,  with  door  in  rear  for 
cleaning  the  same.  No  plumbing  in  building.  Heated  by  means  of  stoves.  C^ost  complete  about 
$8400. 

Passenger  Depots,  Philadelphia,  Gerniantoicn  &-•  Chestnut  Llill  Railroad. —  The  passenger  depots  of 
the  Philadelphia,  Germantown  &  Chestnut  Hill  Railroad  at  Queen's  Lane,  Chelton  .\venue,  Chestnut 
Hill,  and  Wissahickon,  Pa.,  shown  in   Figs.  597  to  604,  designed  by  Mr.  \V.  Bleddyn  Powell,  archi- 


326 


BUILDINGS  AND  STRUCTURES   OF  AMERICAN  RAILROADS. 


LOCAL   PASSENGER   DEPOTS. 


327 


Fig.  602. — Ground-plan,  Queen's  Lane  Depot. 


Fig.  603. —Ground-plan,  Chelton  Avenue  Uepoi 


;—    ^6:6'    — 


fl-ATfOfiy^ 


Fig.  604. — Ground-plan,  Che.stnut  Hill  Depot. 


328 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


tect,  are  described  and  illustrated  in  Vol.  14  of  The  Engineering  Record,  and  in  the  Railroad  Gazette 
of  November  26,  1886,  from  which  latter  publication  the  cuts  are  taken.  The  depot  building  at 
Queen's  Lane  is  of  brick,  the  others  are  of  stone,  with  some  half-timber  and  shingle  work  in  the  upper 
stories.  The  Chestnut  Hill  depot  has  a  gentlemen's  waiting-room,  20  ft.  X  30  ft.,  and  a  ladies'  waiting- 
room,  20  ft.  X  20  ft.,  connected  by  a  broad  passage-way,  on  one  side  of  which  there  is  a  ticket  and  tele- 
grapli  ofifice,  10  ft.  X  12  ft.,  and  on  the  other  side  of  which  there  are  a  ladies'  and  a  gentlemen's  toilet- 
room.  At  one  end  of  the  building  there  is  a  baggage-room,  10  ft.  X  14  ft.  The  Chelton  Avenue 
depot  is  similar,  as  far  as  the  ground-plan  is  concerned,  to  the  Chestnut  Hill  depot.  The  depot  at 
Queen's  Lane  is  smallerthan  the  others,  and  has  a  general  waiting-room,  iS  ft.  X  25  ft.;  a  ticket-office, 
9  ft.  X  II  ft. ;  a  baggage-room,  7  ft.  X  10  ft.;  a  ladies'  toilet-room,  9  ft.  X  10  ft.;  and  a  gentlemen's 
toilet-room,  7  ft.  X  10  ft. 

Competition  Designs  for  Local  Passenger  Depot,  Toronto  Architectural  Sketch  Club. — In  the  issue  of 
the  Inland  Architect  and  News  Record,  Vol.  15,  two  plans  for  a  passenger  depot  at  a  local  station 
are  illustrated,  which  secured  the  first  and  second  prizes  awarded  in  a  competition  arranged  by  the 
Toronto  Architectural  Sketch  Club. 

Competition  Designs  for  Suburban  Railioay  Depot,  Chicago  Architectural  Sketch  Club. — The  Raihvay 
Review  offered  in  1889  three  prizes  to  the  members  of  the  Chicago  Architectural  Sketch  Club  for  the 
best  plans  of  a  suburban  railway-station  building,  of  which  the  cost  of  construction  was  to  be  $3000. 
The  first  prize  was  awarded  to  Mr.  T.  O.  Fraenkel,  of  Chicago,  111.,  and  the  plans  were  published  in 
the  issue  of  the  Railway  Review  of  April  13,  1889.  The  second  prize  was  awarded  to  Mr.  Henry 
Brown,  of  Chicago,  III,  whose  plan  was  illustrated  in  the  issue  of  the  Railway  Review  of  April  20, 
1889.  The  third  prize  was  taken  by  Mr.  W.  (1.  Williamson,  of  Chicago,  111.,  whose  design  was  pub- 
lished in  the  issue  of  the  Railway  Review  of  April  27,  1889. 

T'wiu  Passenger  Depots  at  Desrovcr  and  Baker  Parks,  Minn.,  Chicago,  Alilwaukcc  g'  St.  Paul  Rail- 
road.— In  Fig.  605,  copied  from  The  Engineering  Magazine,  December,  1891,  is  presented  a  perspec- 


fiG.  605. — Perspective. 


five  of  the  "  twin"  passenger  depots  at  Desrover  and  Baker  Parks,  between  St.  Paul  and  Minneapolis, 
on  the  Chicago,  Milwaukee  il-  St.  I'aul  Railroad.  There  is  a  separate  dejrot  building,  with  waiting- 
rooms,  ticket-offices,  etc.,  on  each  side  of  the  railroad.  I'he  depots  are  built  on  terraces  reached  by 
wide  platforms  and  stairways. 

Passenger  Depot  at  Scwickley,  Pa.,  Pennsvlvania  Railroad. — In  Fig.  606,  copied  from  the  Engineer- 
ing Magazine,  December,  1891,  is  shown  a  perspective  of  the  passenger  depot  at   Sevvickley,  Pa.,  on 


LOCAL    PASSENGER    DEPOTS. 


329 


the  Pennsylvaiii:!  Railroad  System.      'I'his   illusttalion  shows  very  cltarly  the  mctliod  of  using  shelters 
with  overhead   foot-bridge  and   a  fence  between  the  main  tracks   at   local  suburban  passenger  stations 


Fig.  606. —Perspective. 


on  a  double-track  railroad  with  a  heavy  fast-train  service.     The  depot  building  is  about  27  ft.  X  70 
It.,  divided  into  a  general  waiting-room;  a  ladies'  private  room;  a  baggage-room;  a  ticket-ofifice;  etc. 

Passi-/ii;cr  Depot  at  Acambaro,  Mexico. — In  Fig.  607,  copied  from  The  Engineering  Magazine, 
December,  1891,  is  shown  a  perspective  of  the  passenger 
depot  at  Acambaro,  .Mexico,  designed  by  Mr.  Bradford 
L.  C.ilbert,  architect.  New  York,  N.  Y.  The  building  is 
two-story,  built  of  brick,  al)out  100  ft.  X  40  ft.,  with  con- 
crete ])latforms  and  tile  roof.  The  first  floor  has  the 
necessary  offices  and  waiting-rooms  with  ai  commodations 

for  first,  second,  and  third  class  passengers,  the  European  ^"'-  ^oy.-Pi'RsniCTivK. 

system  of  the  division  of   the  travelling  jniblic  being  in   vogue.     There  is  also   a   dining-room  on 
the  lirst  floor.     The  second  floor  has  hotel  accommodations  for  passengers. 

Junction  Passenger  Depot  at  Reed  City,  Mich. — In  Fig.  608,  copied  from  The  Engineering  Maga- 
zine, December,  1891,  is  shown  a  perspective  of  the  passenger  depot  at  Reed  City,  Mich.,  designed  by 

Mr.  Bradford  L.  Gilbert,  architect,  New  York,  N.  Y.,  used 
jointly  by  the  Grand  Rapids  &  Indiana  and  the  Flint  & 
Pere  Marquette  Railroads.  The  general  waiting-room 
is  in  the  shape  of  a  large  octagon,  at  one  end  of  which 
is  a  lunch-room;  on  the  track  sides  of  the  octagon  the 
licket-ofifices  for  the  respective  railroads  are  stationed; 
while  on  the  other  sides  of  the  octagon  doors  lead  to  a 
ladies'  waiting-room  with  loilet-room  attached,  and  to  a  gentlemen's  smoking-room  with  toilet-room 
attached.  .At  each  end  of  the  building  there  is  a  baggage-room.  The  light  for  the  rotunda  is  oli- 
tained  from  clere-story  windows  above  the  roof  of  both  wings.  The  rotunda  is  64  ft.  square,  with 
wings  about  75  ft.  in  length. 

Passenger  Depot  at  Grass  Lake,  Mich.,  Michigan  Central  Railroad. — In  Fig.  609,  cojjied  from 
The  Engineering  Magazine,  December,  1891,  is  shown  a  perspective  of  the  i)assenger  depot  of  the 
Michigan  Central  Railroad  at  Grass  Lake,  Mich.  The  building  is  about  63  ft.  X  34  ft,  divided  into 
waiting-rooms,  otfices,  baggage-room,  toilet-rooms,  etc.  The  material  of  the  walls  is  field  stone  of 
various  shades,  with  broken  faces,  laid  up  in  rubble-work,  the  effect  being  very  picturescjue  and  uni(jue. 


,  c->^ 


Fig.  60S. — Pi'Ksi'ixi'ivii. 


33° 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


Fig.  6og. — Perspective. 

Passenger  Depot  at  Laconia,  N.  H.,  Concprd  6^  Montreal  Railroad. — The  passenger  depot  of  the 
Concord  &  Montreal  R;iihoad  at  Laconia,  N.  H.,  designed  by  Mr.  Bradford  L.  Gilbert,  architect, 
New  York,  N.  Y.,  shown  in  perspective  in  Fig.    6io,   copied  from    The  Engineering  Magazine,  De- 


FiG.  6io. — Perspective. 

cember,  1891,  is  a  picturesque,  substantially  built  stone  depot  for  the  accommodation  of  a  large  pas- 
senger business.  The  most  prominent  feature  of  the  design  is  the  rotunda,  40  ft.  square,  with  octa- 
gonal corners  carried  up  above  the  roof,  and  with  light  from  clere-story  windows  overhead.  The  in- 
terior of  this  depot  is  finished  very  handsomely.  The  floor  of  the  rotunda  is  of  marble,  and  a  large 
chimney  forms  one  of  the  features  of  the  interior  finish. 

Passenger  Depot  at  Galeshnrg,  III.,  Atchison,  Topeka  <5r-'  Santa  Fe  Railroad. — The  passenger  depot 
at  Galesburg,  111.,  on   the  Atchison,  Topeka  &   Santa  Fe  Railroad,  shown  in   Fig.  611,  copied  from 


% 


Fig.  611. — Perspective. 


The  Engineering  Magazine,  December,  iSgi,  is  a  handsome  brick  and  stone  Iniilding,  54  ft.  X  168  ft. 
It  is  divided  into  offices,  waiting-rooms,  toilet-rooms,  baggage  and  express  room. 


LOCAL   PASSEJVGEJi    DE/'OTS.  331 

PasS'-iigcr  Depot  at  Mmich  Chunk,  Pa.,  Lehigh  Valley  Kallioatl.-  -'I'hc  passenger  (Icjiot  of  the 
Lehigh  Valley  Railroad  at  Maiicli  Chunk,  Pa.,  shown  in  Fig.  612,  copied  from  The  Engineering 
Magazine,  December,  1891,  is    a   two-story  hrick    building,  with  slate   roof  and   an  iron  platform  roof 


ViG.  012.  —  I'KKSrECrlVE. 

extending  for  several  himdred  feet  along  the  track,  as  there  is  a  very  large  excursion  passenger  busi- 
ness iiandlcd  at  this  station.  The  most  notable  feature  of  the  design  is  the  fact  that  the  depot  and 
platforms  are  located  alongside  a  heavy  curve  on  the  railroad,  ami  tlie  [ilatforms  and  building  follow 
the  curvature  of  the  tracks. 

Passenger  Depot  at  IViehila,  Kan.,  Alehison,  Topeka  er'  Santa  Fe  Railroad. — The  passenger  dejiot 
of  the   Atchison,  Topeka   it    .Santa   Fe    Railroad   at   Wichita,  Kan.,   shown  in   Fig.  613,  copied  from 


Fig.  613  —Perspective. 


The  Engineering  Magazine,  Dcronilier,  1891,  is  a  picturesque  and  handsome  stone  structure,  60  ft.  X 
156  ft.,  with  an  octagonal  tower  at  one  corner.  The  ground-Hoor  has  ;i  large  lunch-room  in  addition 
to  the  usual  facilities  and  accommodations  for  the  passenger  service. 

Passenger  Depot  at  Ei'ansfon,  III.,  Chieago,  Milwaukee  &"  St.  Paul  Railroad. — The  passenger  depot 
of  the  Chicago,  Milwaukee  &  St.  Paul  Railroad  at  Evanston,  111.,  shown  in  Fig.  614,  copied  from 
The  Engineering  Magazine,  Decemlier,  1891,  is  a  very  substantially  Iniilt  stone  two-story  structure, 
68  ft.  X  21  ft.,  with  metal  shingles  on  the  roof  and  sides  of  the  dormers  and  tower,  where  projecting 
above  the  roof       The  platform  is  roofed  for  simic  distance  along  the  track. 


332  BUILDINGS  AND    STRUCl  URES  OF   AMERICAN   RAILROADS. 


Fig.  614. — Perspfxtive. 

Passeiii^er  Depot  at  Highland,  Mass.,  0/J  Colony  Railroad. — The  passenger  depot  of  the  Old 
Colony  Railroad  at  Highland,  Mass.,  shown  in  Fig.  615,  copied  from  The  Engi/iecriiig  Maga'J,ic, 
December,  1891,  is  a  picturesque,  single-story  stone  building  with  slate  roof.  The  design  is  excep- 
tionally bold  and  graceful,  the  prominent  features  being  a  large  stone  gable  and  chimney  at  one  end 
of  the  building,  and  v^  parte  coclicrc  on  the  rear. 


K^i.-* 


Fig.  615. — Perspective. 


Passenger  Depot  at  Somerset,  Ky.,  Cincinnati,  New  Orleans  (5r=  Texas  Pacific  Raihvav. — The  pas- 
senger depot  of  the  Cincinnati,  New  Orleans  &  Texas  Pacific  Railway,  at  Somerset,  Ky.,  shown  in 
Fig.  616,  designed  by  Mr.  G.  B.  Nicholson,  Chief  Engineer,  C,  N.  O.  &  T.  P.  Ry.,  is  a  two-story 
frame  structure,  26  ft.  X  180  ft.  in  ground-plan,  surrounded  by  platforms  on  all  sides,  sheathed  with 
horizontal  weather-boarding  on  the  outside,  and  roofed  with  flat  iron-roofing  on  boards.  The  interior 
of  the  ground-floor,  starting  at  one  end  of  the  building,  is  ■divided  into  a  kitchen,  25  ft.  X  25  ft.;  a 


LOCAL   PASSENGER    DEPOTS. 


333 


dining-room,  25  ft.  X  44  ft.;  n.  general  waiting-room,  25  ft.  X  30  ft.,  with  luncli-counter,  wash-room, 
and  gentlemen's  toilet-room;  an  office,  9  ft.  X  13  ft.,  with  a  square  bay-window  projection  on  the 
track  side,  and  ticket-w'indows  leading  into  the  gentlemen's  waiting-room  and  into  the  ladies'  waiting- 
room;  a  ladies' waiting-room,  25  ft.  X  20  ft.,  with  toilet-room  attached;  a  stairway  leading  to  the 
upper  floor;  a  baggage-room,  25  ft.  X  20  ft.;  and  an  exjiress-office,  25  ft.  X  20  ft.  The  kitchen  men- 
tioned  is   built  in  the  form  of  a  single-story  anne.x,  so  that   the   upper  tloor   is   only  153  ft.  long,  but 


Fig.  616. — GROuND-rLAN. 


the  uiiper  floor  is  l)uilt  out  on  the  rear  over  the  porch  or  platform  at  the  rear  end  of  the  building  on 
the  ground-floor,  so  that  the  width  of  the  upper  floor  is  32  ft.  There  is  a  passage-way,  4  ft.  wide,  along 
the  front  of  the  upper  floor,  reached  by  the  stairs  previously  mentioned  from  the  ground-floor.  The 
rooms  on  the  upper  floor,  reached  by  the  passage-way  mentioned,  are  divided  up  as  follows:  superin- 
tendent's office,  31  ft.  X  20  ft.;  clerk's  office,  26  ft.  X  19  ft.;  trainmen's  waiting-room,  27  ft.  X  26  ft.; 
despatcher's  office,  25  ft.  X  26  ft.;  battery-room,  14  ft.  X  11  ft.;  storage-room  for  blanks  and  sta- 
tionery, 14  ft.  X  14  ft.;  office  of  Superintendent  of  Bridges  and  Buildings,  22  ft.  X  26  ft.;  roadmas- 
tcr's  office,  22  ft.  X  31  ft.  The  platforms  around  this  building  are  all  low  platforms,  with  exce])tion 
on  the  rear  of  the  building  back  of  the  baggage  and  express  rooms,  where  the  platform  is  a  high 
platform,  connected  with  the  low  platforms  by  inclines.  The  high  jilatform  back  of  the  baggage  and 
express  room  is  to  facilitr.te  the  transferring  of  baggage  and  express  matter  to  and  from  wagons.  The 
low  platform  is  set  16  in.  above  the  base  of  rail,  and  the  face  of  the  platform  is  5  ft.  6  in.  from  the 
centre  of  the  track.  The  low  platform  is  6  ft.  wide  on  the  rear  of  the  building,  8  ft.  wide  at  the 
end  of  the  building,  and  12  ft.  6  in.  wide  along  the  face  of  the  building. 

Passenger  Depot  at  Lexington,  Ky.,  Cincinnati,  JVe^c  Orleans  er"  Texas  Pacific  Railway. — The 
passenger  depot  of  the  Cincinnati,  New  Orleans  &  Texas  Pacific  Railway  at  Lexington,  Ky.,  designed 
by  Mr.  G.  B.  Nicholson,  Chief  Engineer,  C,  N.  O.  &  T.  P.  Ry.,  is  a  two-story  frame  structure  with 
high  attic,  28  ft.  X  105  ft.,  sheathed  on  the  outside  with  upright  and  hori/.ontal  ornamental  boarding, 
in  panels,  and  roofed  with  tin,  similar  in  a  great  many  of  its  features  to  the  depot  of  the  same  rail- 
road at  Somerset,  Ky.,  previously  described  and  illustrated  in  Fig.  616,  excepting  that  the  exterior  is 
more  ornamental  and  the  roof  surface  broken  by  gables  and  dormer-windows  with  ornamental  stained- 
shingle  panelling.  The  ground-floor  is  surrounded  by  low  platforms,  16  in.  high  above  the  base  of 
rail  and  set  6  ft.  from  the  centre  of  the  track.  The  platform  along  the  front  of  the  building  is  24  ft. 
wide,  and  on  the  rear  of  the  building  and  at  one  end  of  the  building  8  ft.  wide,  while  at  the  other 
end  next  to  the  general  waiting-room  it  is  16  ft.  wide.  Connection  is  made  at  this  point  with  a 
branch  train,  there  being  special  platforms  run  out  for  this  purpose  along  the  extra  tracks.  The 
ground-floor  has  a  general  waiting-room,  40  ft.  X  27  ft.;  a  ladies'  waiting-room,  15  ft.  X  19  ft.,  with 
toilet-room  attached;  an  office,  9  ft.  X  14  ft.;  a  stairway  to  the  upper  floor;  a  lunch-room,  14  ft.  X 
18  ft.;  and  a  baggage-room,  30  ft.  X  27  ft.  The  ujtper  floor  is  arranged  similarly  to  the  upper  floor 
of  the  depot  at  Somerset,  Ky.,  previously  descrilied. 

Passenger  Depot  at  Science  Hill,  Ky.,  Cincinnati,  Neio  Orleans  6^  Texas  Pacific  Railway. — The 
passenger  depot  of  the  Cincinnati,  New  Orleans  &  Texas  Pacific  Railway  at  Science  Hill,  Ky.,  de- 
signed by  Mr.  G.  B.  Nicholson,  Chief  Engineer,  C,  N.  O.  &  T.  P.  Ry.,  is  a  small,  handsome,  and  suli- 
stantially  built  single-story  frame  structure,  with  high  attic  and  gable  front,  sheathed  on  the  outside 
with  vertical  and  horizontal  ornamental  boarding,  in  panels,  and  roofed  with  tin.  The  building  is 
20  ft.  X  40  ft.,  divided   into  a   ticket-office,  10  ft.  X  23  ft.,  including  a   bay-window  projection  on  the 


334 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


track  side;  a  gentlemen's  waiting-room,  14  ft.  X  19  ft.;  and  a  ladies'  waiting-room,  14  ft.  X  19  ft. 
The  rear  of  the  office  is  picketed  off  so  as  to  form  a  baggage-room,  with  a  separate  entrance  from  the 
rear  of  the  building.  The  building  is  surrounded  by  low  platforms,  12  ft.  wide  facijig  the  track,  and 
8  ft.  wide  on  the  rear  and  at  the  ends  of  the  building. 

Fassc/iger  Depot  at  Eutcnc,  Ala.,  Alabama  Great  Southern  Railroad. — The  passenger  depot  of  the 
Alabama  Great  Southern  Railroad  at  Eutaw,  Ala.,  designed  by  Mr.  G.  B.  Nicholson,  Chief  Engineer, 
A.  G.  S.  R.  R.,  is  a  single-story  frame  structure,  20  ft.  X  50  ft.,  with  high  attic  and  a  two-story  tower 
at  one  corner,  sheathed  on  the  outside  with  upright  and  horizontal  ornamental  boarding,  in  panels, 
and  roofed  with  tin.  The  ground-floor  is  surrounded  by  low  platforms,  12  ft.  wide  at  the  face  of  the 
building,  and  6  ft.  wide  at  the  rear  and  ends.  The  interior  is  divided  into  a  gentlemen's  waiting- 
room,  15  ft.  X  19  ft.;  a  ladies'  waiting-room,  15  ft.  X  19  ft.;  a  ticket-office,  9  ft.  X  22  ft.,  including  a 
bay-window  projection  on  the  track  side;  and  a  baggage-room,  10  ft.  X  19  ft. 

Passenger  Depot  at  Brownwood,  Te.x.,  Gulf,  Colorado  cr'  Santa  Fe  Railroad. — The  passenger 
depot  of  the  Gulf,  Colorado  &  Santa  Fe  Railroad,  now  part  of  the  Atchison,  Topeka  &  Santa 
Fe  Railroad  System,  designed  by  Mr.  W.  J.  Sherman,  Chief  Engineer,  G.,  C.  &  S.  F.  R.  R.,  is  a  single- 
story  frame  structure,  18  ft.  X  55  ft.,  surrounded  by  low  platforms  on  all  sides,  sheathed  on  the  out- 
side with  upright  boards  and  battens,  set  on  wooden  blocks  for  foundations,  and  roofed  with  shingles 
on  sheeting.  The  platforms  are  8  ft.  wide  at  the  rear  and  ends  of  the  building,  and  14  ft.  wide  at  the 
face  of  the  building,  extended  along  the  track  each  way  from  the  building,  9  ft.  in  width,  so  as  to  give 
a  total  platform  track  frontage  of  150  ft.  The  interior  is  divided  into  an  office,  9  ft.  X  14  ft.,  with  a 
bay-window  projection  on  the  track  side;  a  gentlemen's  waiting-room,  14  ft.  X  iS  ft.,  and  a  ladies' 
waiting-room,  14  ft.  X  18  ft.,  connected  by  a  4-ft.  passage-way  at  the  back  of  the  office,  tickets  being 
sold  to  passengers  in  either  room  from  ticket-windows  at  the  rear  angles  of  the  office;  a  baggage- 
room,  8  ft.  X  i8  ft.;  and  an  express-office,  12  ft.  X  18  ft.  The  ground-jjlan  layout  of  this  depot 
building,  the  design  of  the  exterior,  and  the  details  and  materials  used  are  practically  the  same  as  in 
the  passenger  end  of  the  combination  depot  of  the  same  railroad  at  Farmersville,  Tex.,  described 
above  in  the  chapter  on  combination  depots,  and  illustrated  in  Figs.  473  to  475.  This  depot  can  be 
recommended  on  account  of  having  a  very  good  ground-plan  layout,  and  the  cheapness  and  sim- 
plicity of  the  design  renders  it  particularly  adapted  for  pioneer  railroads,  or  where  a  cheap  but  prac- 
tical structure  is  desired. 

Passenger  Depot  at  Hopkinsville,  Ky.,  Louisville  6^  Nashville  Railroad. — The  passenger  depot  of 
the  Louisville  &   Nashville   Railroad  at  Hopkinsville,  Ky.,  shown  in  Figs.  617  and  618,  the  data  for 


Fig.  617. — Front  Elevation. 


which  were  kindly  furnished  by  Mr.  R.  Montford,  Chief  Engineer,  L.  &  N.  R.  R.,  is  a  single-story 
frame  building,  roofed  with  slate.  The  main  feature  of  the  exterior  is  the  tower  at  the  corner  of  the 
ladies'  waiting-room  and  the  large  circular  bay-window  jirojection  of  the  agent's  office  at  the  centre 
of  the  building,  which,  combined  with  the  cupola  on  the  corner  tower,  the  ridge-cresting  and  orna- 
mental gable  fronts,  together  with  the  general  finish  of  the  building,  causes  it  to  jiresent  a  very 
handsome  ajjpearancc.     The  ground-floor  is  divided  into  a  ladies'  waiting-room,  17  ft.  X  20  ft.,  with 


LOCAL   I'ASSENGER    DEI'OTS. 


335 


an  octagonal  alcove  inside  the  tower  at  the  corner  of  the  room;  a  ladies'  toilet-room,  5  ft.  X  8  ft.  6  in.; 
an  agent's  office,  14  ft.  X  17  ft.,  with  ticket-windows  leading  into  the  ladies'  waiting-room,  the  general 
waiting-room,   and   the   colored   waiting-room;-  a  colored   waiting-room,    14  ft.  X  14  ft.;    a  general 


ftoott 


G- 


I1  -■ 


(I 


.:v 


Ccurnst 


G 


Fig.  61  S. — Ground-plan. 


waiting-room,  20  ft.  X  24  ft.;  and  a  baggage-room,  16  ft.  X  18  ft.  The  exterior  of  the  building  is 
slieathed  witli  horizontal  and  ui)right  ornamental  boarding,  in  panels,  ornamental  shingles  and  square 
panelling  frieze-work  and  gable  fronts.  The  doors  leading  into  the  ladies'  waiting-room  and  the 
general  waiting-room  are  double  doors,  5  ft.  X  7  ft.  6  in.,  with  transom  overhead.  The  lower  sash 
of  the  windows  have  one  large  pane  of  glass,  while  the  upper  sash  are  surrounded  with  a  border  of 
small  stained-glass  lights. 

Passenger  Depot  at  Oicenslmro,  Ky.,  Louisville  (s'  Nashville  Railroad. — The  passenger  depot  of  the 
Louisville  cS:  Nashville  Railroad  at  Owensboro,  Ky.,  the  data  for  which  were  kindly  furnished  by 
Mr.  R.  Montford,  Chief  Engineer,  L.  &  N.  R.  R.,  is  a  single-story  brick  building  with  stone  trim- 
mings and  roofed  with  slate,  very  similar,  especially  the  ground-plan,  to  that  of  the  depot  at  Hop- 
kinsville,  Ky.,  described  above  and  shown  in  Figs.  617  and  618.  The  interior  is  divided  into  a 
ladies'  waiting-room,  15  ft.  X  18  ft.,  with  a  circular  alcove  at  one  corner  in  a  tower  projection  with  a 
prominent  cupola;  a  ladies'  toilet-room,  4  ft.  X  7  ft.  6  in.;  an  agent's  office,  12  ft.  9  in.  X  13  ft.  6  in., 
with  a  prominent  scjuare  bay-window  projection  on  the  track  side  and  three  ticket-windows;  a 
colored  waiting-room,  12  ft.  9  in.  X  13  ft.  6  in.;  a  general  waiting-room,  17  ft.  X  18  ft.;  and  a  baggage- 
room,  13  ft.    X  16  ft. 

Passenger  Depot  at  Niles,  Alieli.,  Afieliigan  Central  Railroad. — The  jiassenger  depot  of  the  Michi- 
gan Central  Railroad  at  Niles,  Mich.,  shown  in  Figs.  619  and  620,  copied  by  permission  from  the 
issue  of  the  Railroad  Gazette  of  April  29,  1892,  is  described  as  follows  in  the  publication  mentioned: 


Fig.  6ig. — Perspective, 


33<> 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


The  building,  which  was  erected  under  the  supervision  of  Chief  Engineer  J.  D.  Hawks,  and  his 
assistant,  C.  W.  Hotchkiss,  is  made  of  Ohio  brown  sandstone,  and  is  98  ft.  X  40  ft.,  with  a  wing  40  ft. 
X  24  ft.  The  tower  near  the  centre  is  68  ft.  high.  The  baggage-room,  22  ft.  X  35  ft.,  is  55  ft.  east 
of  the  main  building,  the  intervening  space  being  roofed  over. 

The  plan  shows  the  main  floor,  1)ut  the  rooms  immediately  over  the  ticket-office  are  shown  below 
the  main  plan,  and  the  rooms  above  the  kitchen  (w  hich  are  occupied  by  the  family  of  the  manager  of 


f 25 H 


EECONO  S10RY 


Fig.  630. — Ground-plan  and  Second  story  Plan. 


the  eating-house),  are  shown  in  a  separate  plan  at   the  right  of  the  kitchen.     The  other  features  of 
the  floor-plan  are  self-explanatory. 

The  interior  of  this  building  is  exceedingly  tasteful,  the  use  of  plate  and  stained  glass  and  brass 
ornamentation  having  served  to  give  a  very  pleasing  eft'ect  in  all  parts  of  the  building.  The  wain- 
scoting and  ceilings  are  quarter-sawed  and  carved  oak,  and  the  walls  are  decorated  in  light  terra- 
cotta.    'I'he  building  is  heated  by  hot  water.     The  tower   has   an  illuminated  clock,  with  5-ft.  dial. 

The  grounds  around  this  station  are  laid  out  on  a  well-designed  plan,  and  there  is  an  alnindance 
of  trees  and  shrubbery.     There  is  a  trout  pond  near  the  east  end. 

Passenger  Depot  at  Port  Huron,  Mich.,  Port  Huron  &=  N'orthwc stern  Railway. — The  passenger 
depot  of  the  Port  Huron  &  Northwestern  Railway  at  Port  Huron,  Mich.,  which  serves  as  a  terminal 
depot  and  general  office  building  for  the  railroad,  is  a  two-story  frame  structure,  32  ft.  X  150  ft., 
costing  finished  complete  in  liard  wood,  with  steam  heat,  etc.,  about  $15,000,  according  to  data 
kindly  furnished  by  Mr.  A.  L.  Reed,  Chief  Engineer.  The  first  floor  has  gentlemen's  and  ladies'  wait- 
ing-rooms; toilet-rooms;  ticket-office;  vault;  dining-room;  lunch-counter;  news-room;  kitchen; 
boiler-room;  baggage-room;  train-despatcher's  office;  conductors'  room;  and  customs-officers'  room. 
The  second  floor  has  the  general  offices  for  the  road. 

Passenger  Depot  at  Sheridan  Park,  III.,  Chicago,  Mihcaiikee  (2^■  St.  Paul  Railroad. — The  passenger 
dejjot  of  the  Chicago,  Milwaukee  &  St.  Paul  Railroad  at  .Sheridan  Park,  111.,  which  is  a  jjicturesijue, 
substantially  built  single-story  structure,  with  prominent  clock-tower,  designed  by  Messrs.  Holabird 
&  Roche,  architects,  is  illustrated  in  the  Inland  Architect  and  News  Record,  Vol.  19,  No.  2. 

Passenger  Depot  at  Ne^cark,  N.  /.,  Pennsylvania  Railroad. — The  new  passenger  depot  of  the 
Pennsylvania  Railroad  at  Market  Street,  Newark,  N.  J.,  designed  under  the  direction  of  Mr. 
Wm.  H.  Brown,  Chief  Engineer,  Penn.  R.  R.,  described  and  illustrated  in  tiie  issue  of  Engineering 
Neic's  of  February  14,  1891,  built  in  1890  under  the  direction  of  Mr.  E.  F.  Brooks,  Engineer 
Maintenance  of  Way,  P.  R.  R.,  to  replace  the  old  island-station  building  at  this  point,  is  a  hand- 


LOCAL   PASSENGER   DEPOTS. 


337 


some  side  dcii.il.  wilh  an  uuxiliaiy  Imililin-  on  the  iilhcr  side  of  the  traeks,  the  Uvu  buihiings  being 
comieeted  by  a  subway  under  tlie  trarks.  The  buildings  are  built  of  dark-red  brick,  wilh  lirown  stone 
trimmings,  and  lire  inside  is  fmislied  in  oak  and  light-colored  woods.  The  arrangement  of  the  ground- 
lihin,  and  especially  the  successful  design  of  the  subway,  so  as  to  render  this  underground  passage- 
way as  unobjectionable  to  passengers  as  possible,  are  noteworthy  features,  and  deserve  attention. 


FlC.  f)2I. — PF.RSrECl'IVK. 


Passenger  Depot  nt  JJ'iiiJsor  Park,  III. — The  passenger  depot  at  Windsor  Park,  111.,  is  shown  in 
Fit;.  621,  prepared  from  n  photograph.  The  building  is  a  small  two-story  stone  structure  with  a 
covered  platform  running  along  the  railroad  track. 


338  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


CHAPTER    XXII. 

TERMINAL   PASSENGER   DEPOTS. 

Terminal  passenger  depots  are  buildings  erected  for  the  accommodation  of  the  passenger 
service  at  passenger  terminals  of  a  railroad.  Frequent!}-,  several  railroads  entering  the  same 
town  unite  and  use  conjointly  a  so-called  "  Union  Depot."  It  follows,  therefore,  that  ter- 
minal passenger  depots  are  located  in  large  cities  or  towns,  or  at  ferry  terminals,  or  at  impor- 
tant junction  points  of  several  railroads.  As  a  rule,  all  the  tracks  of  a  railroad  terminate  at  a 
terminal  station,  but  very  frequently  certain  tracks  run  past  the  depot,  while  others  terminate 
at  the  depot.  It  will  be  readily  recognized  that  the  requirements  and  conditions  will  vary 
materially  in  each  locality  and  at  each  point  in  question,  so  that  it  is  practically  impossible  to 
establish  any  but  the  most  general  rules  for  guidance  in  planning  such  structures. 

Relative  to  the  general  style  and  size  to  be  adopted  for  a  terminal  depot  building,  the  choice 
will  depend  to  a  large  extent  on  the  proposed  location  with  reference  to  the  topographical 
features  of  the  site  ;  the  amount  and  shape  of  the  land  available  ;  the  location  and  elevation 
of  the  tracks  in  relation  to  neighboring  streets;  the  location  of  the  track  approaches  with  ref- 
erence to  the  terminal  site  selected  ;  the  facilities  required  ;  and  the  importance  of  the  locality. 
A  terminal  depot  involves  such  heavy  expenditures,  that  it  is  a  mistake  to  build  it  at  the  start 
on  too  small  outlines.  The  size  and  ground-plan  layout  should  correspond  not  only  to  the 
actual  requirements  of  the  business  to  be  expected  in  the  near  future,  but  should  be  planned 
for  the  largest  possible  growth  of  the  business,  that  can  be  plausibly  expected  for  a  long 
term  of  years,  as  subsequent  alterations  or  enlargements  of  a  previously  adopted  plan  on  a 
smaller  scale  are  very  difficult  and  expensive  to  make.  The  importance  of  planning  for  the 
future  should  be  especially  emphasized  in  acquiring  terminal  lands,  as  additional  ground  can 
be  obtained  prior  to  the  construction  of  a  terminal  depot  at  much  less  rates  than  if  the  railroad 
company  waits  till  the  value  of  neighboring  property  is  not  only  enhanced,  but  tlie  neces- 
sity for  acquiring  the  adjoining  tracts  becomes  a  vital  railroad  question  of  public  importance. 
It  is  far  preferable  to  build  at  first  only  part  of  a  large  layout,  extending  the  buildings  and 
adding  extra  facilities  and  more  permanent  arrangements  as  the  business  increases  and  the 
railroad  company's  exchequer  allows  it.  Thus  an  extensive  train-shed  can  be  replaced  tem- 
porarily by  platform  shed  roofs,  or  the  length  of  the  shed  reduced  and  covered  platforms  run 
out  along  the  tracks  beyond  the  shed,  or  the  width  of  the  shed  reduced  to  one  span,  if  the 
final  plan  contemplates  several  spans.  The  accommodations  for  baggage,  express,  mail,  emi- 
grants, etc.,  which  are  usually  provided  for  in  wings,  detached  buildings,  or  end  pavilions,  can 
be  furnished  of  a  more  temporary  nature  or  provided  elsewhere  temporaril)'.  The  import  of 
these  remarks  is  to  emphasize  the  necessity  in  building  a  large  railroad  terminal  of  acquiring 
sufficient  land  at  the  start  and   making  the  general  plans  to  cover  the  probable  requirements 


TERMINAL    PASSENGER    DEPOTS. 


339 


for  a  great  many  years,  even  if  all  the  ground  is  not  occupied  at  once  or  the  entire  building 
erected  immediately  as  planned.  The  class  of  building  materials  to  use  and  the  general  finish 
of  the  building  will  depend  on  the  amount  of  money  available  for  the  structure  and  the  class 
of  materials  in  general  use  or  easily  obtainable  in  each  particular  section  of  the  country.  It 
can  be  said,  however,  that,  owing  to  the  importance  and  cost  of  the  structure,  together  with 
the  serious  difficulties  and  delays  that  would  result  to  the  entire  passenger  business  of  the 
road  in  case  of  a  fire,  it  is  desirable  to  have  as  fire-proof  a  structure  as  possible,  equipped  with 
the  best  fire-service  provisions. 

Relative  to  the  style  of  architecture  to  be  adopted  for  a  terminal  passenger  depo-t,  it  will 
depend,  more  or  less,  on  the  importance  of  the  station,  the  surroundings,  the  proximity  and 
style  of  neighboring  buildings,  the  size  of  the  structure,  the  desires  of  the  railroad  management, 
the  wishes  of  the  public,  the  prevailing  class  of  architecture  and  building  materials  in  general 
use  in  the  locality  in  question,  and  the  individual  views  of  the  architect  making  the  design. 
It  follows,  therefore,  that  no  general  style  can  be  recommended  for  the  exteriors  of  terminal 
passenger  depots,  nor  would  it  be  desirable  to  attempt  to  mould  all  such  structures  after  the 
same  pattern.  Railroad  managers  in  aiming  to  obtain  the  most  artistic  design  for  the  ex- 
terior of  a  depot  should  rely  on  asking  a  number  of  architects  for  general  plans  or  offering  a 
prize  competition  based  upon  a  general  specification,  in  preference  to  establishing  peremptory 
requirements  for  the  exterior  of  the  building,  while  the  whole  plan  is  still  in  an  unsettled, 
chaotic  state.  In  general,  however,  it  can  be  said,  that  the  character  of  the  building  should 
be  expressed  to  a  certain  extent  in  its  exterior,  the  structure  should  be  built  on  broader  and 
grander  lines  than  local  depots,  presenting  a  bold  and  prominent  front,  relieved,  however,  by 
suitable  disposition  and  divisions  of  the  wall  surface,  the  fenestration,  roof  lines,  and  other 
details,  without  detracting  from  the  general  features  of  the  design  as  a  whole.  It  will  also 
prove  better  to  follow,  as  a  rule,  well-established  stj'les  as  precedents,  applying  the  same  prin- 
ciples modified  to  suit  each  individual  case,  in  preference  to  attempting  to  produce  something 
absolutely  new  and  unique,  which  generally  res\ilts  in  presenting  for  the  edification  of  the  in- 
artistic public  a  kaleidoscopic  conglomeration  of  architectural  odds  and  ends  from  different 
climes  and  centuries.  Attention  should  also  be  called  to  the  absolute  necessity  of  allowing  in 
terminal  passenger  depots  the  requirements  of  the  ground-plan  to  have  actual  precedence 
over  the  purely  architectural  features  of  the  structure,  as  a  defect  of  the  ground-plan  layout 
in  a  large  depot  is  more  serious  than  in  smaller  depots,  causing  not  only  constant  annoyance 
and  trouble,  but  entailing  frequentl}'  for  years  afterwards  continual  outlays  for  increased 
expense  in  conducting  the  business  or  operating  the  various  branches  of  the  service  at  the 
terminal. 

Terminal  passenger  stations  can  be  divided  into  side-stations  and  head-stations.  At  side- 
stations  the  depot  building  is  situated  on  one  side  of  the  tracks,  at  head-stations  across  the 
dead-end  of  the  tracks.  At  some  side-stations  there  are  ilepot  buildings  on  both  sides  of  the 
tracks:  either  the  main  building  is  on  one  side  and  some  au.xiliary  facilities  for  baggage, 
express,  or  waiting  rooms  on  the  other  side,  or  there  are  main  buildings  on  both  sides,  with  a 
more  or  less  double  complement  of  accommodations  for  the  passenger  and  baggage  service, 
in  which  case  the  station  is  called  a  twin-station.  Head-depots  are  frequently  built  with 
wings  e.xtetuling  from  the   head-house  along   one  side  or   both   sides   of  the    tracks,  forming 


340  BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS.      . 

respectively  an  L  or  a   U  shaped  building.     In  this  way  some  of  the  features  of  side-depots 
are  blended  into  a  head-depot  design. 

In  terminal  passenger  depots  provision  has  to  be  made  for  a  very  large  number  of  facilities 
and  accommodations  for  the  different  branches  of  the  service.  Any  one  perusing  the  list  given 
below  will  be  impressed  at  once  with  the  magnitude  of  the  problem,  when  it  is  considered 
that  all  these  interests,  as  far  as  required  in  any  particular  case,  have  to  be  provided  for  and 
placed  not  only  in  their  proper  position  in  the  building  as  a  whole,  but  also  in  suitable  relation 
to  each  other.  In  some  cases  duplicate  accommodations  have  to  be  provided,  so  as  to  cover 
the  "  in  "  and  the  "  out  "  business  in  each  branch  ;  or,  where  several  railroads  use  the  same  tcrmi 
nal  depot,  separate  ticket-offices,  waiting-rooms,  or  baggage-rooms  are  frequently  demanded. 

The  facilities  and  accommodations  at  terminal  passenger  depots,  that  have  to  be  provided 
to  a  greater  or  less  extent  according  to  the  requirements  in  each  particular  case,  and  which  are 
actually  found  in  use  in  terminal  passenger  depots  in  this  country,  are  as  follows,  grouped  to 
the  various  branches  of  the  service : 

I.  Passenger  Service. — Waiting-rooms,  consisting  of,  or  a  combination  of,  a  general 
waiting-room,  a  gentleman's  waiting-room,  a  ladies'  waiting-room,  a  ladies'  parlor,  a  reading- 
room,  and  a  smoking-room. 

Ticket-office,  with  ticket-windows  leading  to  a  vestibule,  or  to  a  general  waiting-room, 
or  to  one  or  more  of  the  waiting-rooms;  ticket-agent's  private  office  and  vault. 

Ticket-office  for  sleeping  or  palace  car  service. 

Dressing-room,  toilet-room,  and  lavatory  for  ladies. 

Toilet-room,  barber-shop,  and  boot-black  stand  for  gentlemen. 

Public  telegraph,  telephone,  messenger  service,  U.  S.  mail-box,  and  express-ofifice. 
\    Parcel,  hand-baggage,  or  coat  room. 

■7  Bureau  of  information  and  time-table  stand. 
,  J  Newspaper  and  book  stand. 
^  Cigar,  fruit,  candy,  soda-water  counter,  and  fii.iwer-stand. 

Lunch-counter,  oyster-counter,  bar,  coffee-stand,  restaurant,  general  dining-room,  ladies' 
dining-room,  ladies'  luncli-room  or  lunch-counter,  dining-rooms  for  private  parties,  etc.,  with 
all  the  necessary  appurtenances,  sucli  as  kitchen,  pantries,  serving-room,  store-rooms,  refrigera- 
tor-room, cellar,  dumb-waiters,  elevator  for  supplies,  and  sleeping  quarters  for  the  manager  or 
the  help. 

Reception-room  for  conferences  or  receiving  prominent  travellers^ 

Waiting-room  for  emigrants,  with  toilet-rooms  for  men  and  for  women,  lunch-counter, 
coffee-stand,  emigrant-agent's  office,  etc. 

Waiting-rooms  for  colored  people,  frequently  with  separate  toilct-rooms  and  a  special 
ticket-window  from  the  ticket-office  leading  into  the  waiting-room  or  on  to  a  platform. 

Waiting-room  or  a  suite  of  waiting-rooms,  with  all  conveniences,  etc.,  for  travellers  forced 
to  remain  at  the  depot  for  considerable  time  between  trains. 

Cab,  carriage,  and  omnibus  stand  or  court,  with  agent's  office  and  room  for  hackmen. 

Entrance  vestibules,  lobbies  near  the  trains  for  outgoing  crowds  to  congregate  in,  and 
departure  platforms. 

Arriving  platforms  and  e.xits  for  incoming  travel. 


TERMINAL   PASSENGER   DEPOTS.  341 

Projecting  awnings,  siicd  roofs,  or  a.  fiortc  cocliirc  for  passengers  arriving  or  departing  in 
carriages  or  omnibuses. 

Elevators  for  passengers,  or  at  least  for  invalids,  where  the  track  is  not  on  the  same  level 
with  the  street. 

2.  Baggage,  Express,  and  Mail  Service. — Baggage-rooms,  consisting  of,  or  a  combination 
of,  a  general  baggage-room,  receiving-room  for  "out-baggage,"  delivery-room  for  "  in-bag- 
gage,"  store-rooms  for  lay-over  baggage,  for  transfer  baggage,  or  for  unclaimed  baggage,  truck- 
stand,  together  with  an  office  or  offices  for  the  baggage-master,  clerks,  porters,  and  others 
connected  with  the  baggage  business;  also  the  necessary  platform  frontage  for  the  receiving 
and  deliveiy  of  baggage  from  and  to  wagons. 

Express-rooms,  consisting  of,  or  a  combination  of,  a  general  express-room,  receiving-room 
for  outgoing  and  delivery-room  for  incoming  express  goods,  local  express-room,  storage- 
rooms,  together  with  an  office  or  offices  for  the  express  agent,  clerks,  local  express  or  train 
agents,  and  drivers;  also  stand  for  express-wagons,  etc.,  and  the  necessary  platform  frontage 
for  the  receiving  and  delivery  of  express  goods  from  and  to  express-wagons. 

U.  S.  mail-room,  consisting  of  either  one  room  or  separate  rooms  for  "in"  and  "out" 
mail;  also  platform  frontage  and  stand  for  mail-wagons. 

Rooms  for  custom-house  officers  at  frontier  stations,  with  detention  and  private  searching 
rooms. 

Room  for  dead  bodies. 

Elevators  for  baggage  and  express,  where  the  track  is  not  on  the  same  level  with  the  street. 

3.  Station  5i";'i7Vd-.— Station-master's,  train-master's,  telegraph,  and  clerks'  offices. 
Gatekeepers'  offices  and  porters'  room. 

Conductors'  report-room,  trainmen's  room,  and  sleeping  quarters  for  trainmen. 

Lunch-room,  lavatories,  and  toilet-rooms  for  employes. 

Office  for  superintendent  of  railroad  mail  service,  and  room  with  letter-boxes  for  railroad 
mail. 

Office  of  superintendent  of  sleeping,  palace,  or  dining  car  service,  with  report-rooms  for 
conductors,  porters,  etc.,  sleeping-quarters  for  lay-over  men,  and  storage-rooms  for  miscella- 
neous supplies. 

Office  of  superintendent  of  news  company  and  store-rooms  for  supplies. 

Room  for  station  police  or  road  detecti\'e  force. 

Ph)-sician's  offi«e,  with  small  hospital  ward  for  emergencies. 

Water-plugs  and  gas-cocks  along  the  tracks  for  supplying  cars. 

Car-cleaners'  room,  with  racks  and  shelves  for  the  sundry  supplies  and  appliances  used 
for  cleaning  cars  while  in  the  depot  between  runs. 

Car-inspectors'  room,  \\itli  store-room  for  oil  and  sundry  small  supplies;  also  small  work- 
room for  making  light  repairs  to  car-fi.\tures. 

Storage-room  for  ice,  coal,  and  other  supplies,  required  to  be  put  on  the  cars  before 
starting  on  a  run  or  while  stopping  at  the  depot. 

Construction-room  for  storage  of  tools,  appliances,  and  supplies  used  by  trackmen,  paint- 
ers, mechanics,  and  others  in  making  repairs  around  the  station. 

Storage  spaces  for  tire-servicc  apparatus,  chemical  engines,  hose-carriages,  etc. 


342  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

4.  Depot  Service. — Janitor's  and  watchmen's  quarters. 

Engine-room,  engineer's  room,  engineer's  work-shop  for  light  repairs  of  machinery  or 
building,  pump-room,  dynamo-room,  boiler-room,  heaters. 

Lamp  and  oil-room,  store-room  for  sundry  supplies,  fuel  store. 

Necessary  facilities  and  appliances  for  heating,  ventilating,  cooling,  and  lighting  the 
building. 

Sleeping  quarters  or  dwellings  for  janitor  or  other  regular  help  employed  in  the  building. 

5.  Hotel  Accommodations. — At  some  terminal  passenger  depots,  especially  in  the  We-st 
and  Southwest,  a  regularly  equipped  hotel  is  connected  with  the  depot,  with  office,  hotel 
lobby,  restaurant  and  appurtenances,  parlors,  reading-room,  writing-room,  bedrooms  for 
guests  and  the  hotel  help,  toilet-rooms,  lavatories,  billiard-rooms,  etc. 

6.  General  Offices. — The  upper  floors  of  a  terminal  passenger  depot  are  usually  utilized 
to  a  more  or  less  extent  for  offices  for  officials  and  clerks  connected  with  the  railroad  or  rail- 
roads using  the  depot,  the  accommodations  consisting  of  general  offices  for  the  different 
departments,  private  offices  for  the  chiefs  of  departments,  vaults  for  documents,  store-rooms 
for  stationery  and  sundry  supplies,  directors'  room,  conference-room,  toilet-rooms,  lavatories, 
messenger-rooms,  elevators,  private  entrance  and  staircase  independent  of  the  entrances  and 
exits  for  passengers,  as  also  in  certain  cases  dwellings  or  private  rooms  for  certain  officials  or 
employes,  and  a  lunch-room  for  the  officials  and  clerks. 

Tiie  distinguishing  features  between  a  side-station  and  a  head-station  have  been  alluded 
to  above.  Relative,  however,  to  the  characteristic  details  of  each  class  of  station,  it  is  impos- 
sible to  establish  any  general  precedent  or  rules,  as  each  depot  has  its  own  peculiarities  and 
requires  special  analysis,  owing  to  the  great  variety  of  special  requirements  in  each  case,  and 
especially  on  account  of  the  restrictions  and  indi\'idual  features  introduced  and  controlled  by 
the  size  and  topographical  features  of  the  site  selected  and  the  relative  location  and  elevation 
of  the  tracks  with  reference  to  the  terminal  tract  and  the  neighboring  streets.  Some  of  the 
most  usually  adopted  characteristic  details  of  each  class  of  station,  where  not  absolutely  con- 
trolled by  local  conditions,  and  provided  the  streets  and  the  railroad  tiacks  are  about  on  the 
same  level,  are  in  general  as  follows. 

'  In  a  side-station  the  entrance-hall,  lobby,  or  general  waiting-room  is  placed  at  the  centre 
of  the  building,  usually  opposite  the  middle  of  the  train  shed  or  platforms  in  front  of  the 
building.  The  special  waiting-rooms  with  their  necessary  appurtenances  are  located  on  one 
side  of  this  central  hall  and  the  dining-rooms,  etc.,  on  the  other  side,  the  kitchen  and  other 
rooms  connected  with  the  dining-service  being  placed  in  a  basement  or  more  gcncrall}'  on  an 
upper  floor.  The  baggage-rooms  then  follow,  there  being  very  frequently  two  of  them,  one 
at  each  end  of  the  building.  The  other  accommodations  are  worked  into  the  ground-plan  to 
the  best  advantage,  cither  in  the  main  building  or  in  auxiliary  buildings,  wings,  of  pavilions  at 
the  end  or  ends  of  the  main  building.  In  some  cases,  however,  as  for  instance  in  the  terminal 
passenger  side-depot  of  the  Atlantic  Coast  Line  at  Richmond,  Va.,  the  depot  building  is 
located  alongside  one  end  of  the  train  shed,  which  offers  the  great  advantage  of  passengers 
being  able  to  reach  the  different   longitudinal  platforms   in   the  train  shed  b^  using  the  end 


TERMINAL   PASSENGER   DEPOTS.  343 

crosswalk  imuK-diatcly  opposite  tlic  depot  and,  hence,  not  having  to  cross  any  tracks  to  get 
to  trains  on  the  far  tracks.  As  all  trains,  however,  practically  stop  at  a  terminal  depot,  even 
where  some  of  the  tracks  are  through  tracks,  the  objections  to  allowing  passengers  to  cross 
tracks  at  grade  to  get  to  or  from  trains  are  not  so  serious,  provided  the  station  tracks  are 
properl)'  protected  by  signals,  and  there  is  a  fence  with  gates  and  gate-keepers  provided  to 
keep  the  public  from  overrunning  the  tracks  indiscriminately.  At  a  great  many  side-stations 
efficient  cross-over  systems  and  leaders  are  put  in  the  tracks  and  thoroughly  protected  by  in- 
terlocking signals,  enabling  trains  to  be  passed  speedily  and  safely  to  the  tracks  nearest  the 
depot  building,  so  that  in  most  cases  passengers  do  not  have  to  cross  tracks  at  all.  As  men- 
tioned above,  at  some  side-stations,  especially  where  there  are  through  tracks,  there  is  an 
additional  or  au.xiliary  building  with  waiting-rooms  and  baggage-room  located  on  the  opposite 
side  of  the  tracks  from  the  main  building,  in  which  case  the  two  buildings  are  generally  con- 
nected by  an  overhead  bridge  or  a  subterranean  passage,  the  latter  being  preferable,  if  the 
passage  can  be  kept  well  lighted,  ventilated,  and  drained.  In  some  cases,  however,  where  the 
street  level  is  above  the  railroad  tracks,  an  overhead  bridge  is  the  natural  means  for  a  connec- 
tion between  the  two  buildings.  The  adoption  of  such  an  au.xiliary  second  building  is 
especially  indicated  where  there  is  a  heavy  local  or  suburban  travel  in  addition  to  a  large 
through  travel,  in  which  case  the  second  building  may  have  to  be  given  such  proportions  and 
be  so  thoroughly  equipped  as  to  create  a  twin-station. 

The  most  important  characteristic  details  of  the  layout  of  a  head-station,  as  far  as  they 
can  be  specified  in  general,  are,  that  the  entrance-hall,  lobby,  or  general  waiting-room  in  a 
regular  head-depot  is  placed  at  the  middle  of  the  head-house,  while  in  an  L-shaped  building 
it  is  frequently  placed  at  the  corner,  although  the  centre  of  the  head-house  is  usually  pre- 
ferred. The  waiting-rooms  and  other  accommodations  are  distributed  on  each  side  of  the 
central  hall  to  the  best  advantage.  The  tracks  running  into  the  station  are  generally  divided 
into  "  in  "  and  "  out "  tracks,  one  side  of  the  station  being  reserved  and  planned  for  incoming 
business  and  the  other  for  outgoing  business.  The  baggage-rooms,  express-offices,  and  other 
facilities  are,  therefore,  frequently  provided  in  duplicate,  one  on  each  side  of  the  station, 
corresponding  to  the  incoming  and  outgoing  travel.  For  these  purposes  wings  or  separate 
buildings  are  run  out  from  the  head-house  along  the  tracks  on  one  or  both  sides  of  the  station, 
forming  respectively  an  L  or  a  U  shaped  building,  the  adoption  of  one  or  the  other  of  which 
styles  of  head  depots  is  dependent  to  a  large  extent  on  the  street  frontage  that  can  be 
obtained  around  the  depot. 

As  has  been  previously  indicated,  the  selection  of  a  side-station  or  of  a  head-station  is 
generally  a  matter  of  necessity  and  not  a  matter  of  choice,  as  the  local  conditions  will  usually 
predominate  and  govern  the  style  of  building  to  be  adopted  independent  of  the  relative 
merits  of  the  two  classes  of  structures.  In  some  cases,  however,  the  site  selected  and  the 
local  requirements  may  admit  of  the  question  being  raised  as  to  the  relative  advantages  or 
disadvantages  of  one  or  the  other  system,  which  are  briefly,  in  a  general  way,  as  follows. 

The  principal  advantages  of  a  side-station  arc,  that  the  waiting-rooms  are  closer  to  the 
middle  of  the  trains  for  departing  passengers,  and  that  incoming  passengers  can  reach  the 
street  by  a  shorter  route  than  in  a  regular  head-station  with  street  frontage  only  along  the 
face  of  the  head-house.     Where  only  one  street  adjoins  the  terminal  tract,  a  side-depot,  if 


344  nVILDINGS  AND   STRUCTURES   OF  AMERICAN   RAILROADS. 

feasible,  offers  usually  a  longer  street  frontage  than  obtainable  for  a  head-station.  Where 
all  or  nearl}-  all  of  the  tracks  at  the  station  are  tlirough  tracks,  a  side-station  has  to  be  adopted. 
The  principal  disadvantages  of  a  side-station  are,  that  passengers  are  obliged  to  cross 
tracks  at  grade  to  get  to  or  from  trains,  although,  as  explained  above,  this  objection  can  be 
partly  remedied  by  switching  the  trains,  where  feasible,  on  to  the  tracks  nearest  the  depot 
building,  and  also  by  erecting  a  fence  in  front  of  the  building,  so  as  to  keep  passengers  from 
crossing  the  tracks  at  will.  Where  there  are  many  fast  through-trains,  however,  in  connection 
with  a  heavy  local  travel,  the  objections  mentioned  become  more  serious,  although  they  are 
modified  to  some  extent  by  the  introduction  of  an  auxiliary  building  opposite  the  main  build- 
ing, connected  with  each  other  by  a  subterranean  passage  or  an  overhead  foot-bridge,  or  else 
by  the  use  of  a  twin-station  layout.  Further  it  can  be  said,  that  the  superintendence  of  the 
work  at  a  large  side-station  with  many  tracks  in  front  of  it  is  rendered  more  difficult  than  in 
a  head-station,  and  crowds  are  not  handled  as  easily,  and  the  different  classes  of  travel  kept  as 
independent  of  each  other  in  passing  through  the  depot  as  can  be  done  with  a  head-station, 
especially  an  L-shaped  or  a  U-shaped  head-station  with  ample  street  frontage.  As  the  width  of 
a  terminal  tract  is  usually  more  limited  than  the  length,  it  will  frequently  be  found  necessary 
to  crowd  the  tracks  up  very  close  to  the  depot  building  in  a  side-station  design,  so  that  there 
is  not  much  platform  space  left  between  the  tracks  and  the  building.  The  result  is,  that  the 
waiting-rooms  in  such  a  depot  will  be  more  crowded  at  all  times  than  in  a  head-station,  where 
there  is  usually  sufificient  ground  available  for  a  large  and  ample  crosswalk  along  the  head- 
house  at  the  dead-ends  of  the  tracks  for  large  outgoing  crowds  to  collect  in.  Another  disad- 
vantage of  a  side-station  is,  that  it  is  dangerous  and  even  impossible  at  times  to  dispatch  or 
receive  several  trains  at  the  same  time,  and  trains  cannot  be  left  standing  on  the  tracks  be- 
tween runs  without  blocking  the  passage  of  travellers  to  or  from  other  trains  to  a  more  or 
less  extent. 

Tlie  principal  advantages  of  a  head-station  are,  that  passengers  can  pass  to  or  from  trains 
without  crossing  any  tracks,  and  that  any  number  of  in-bound  or  out-bound  trains  can  be 
discharging  or  receiving  passengers  at  the  same  time  without  interfering  with  each  other,  and 
without  any  danger  to  the  passengers.  The  superintendence  of  the  work  at  the  station  is 
also  easier,  and  the  disposition  and  division  of  the  tracks  for  the  different  classes  of  "  in  "  and 
"  out  "  travel  much  more  readily  established,  maintained,  and  indicated  to  the  travelling  pubhc. 
Crowds  are  handled  with  comparative  ease,  and  the  different  classes  of  travel  are  readily  kept 
distinct  in  passing  through  the  depot.  Outgoing  crowds  congregate  on  the  crosswalk  be- 
tween the  head-house  and  the  ends  of  tracks,  whence  they  pass  to  whatever  platform  their 
train  adjoins,  while  incoming  trains  are  generally  run  on  to  the  tracks  on  one  side  of  the  sta- 
tion and  the  passengers  pass  out  on  that  side  of  the  building  without  interfering  with  the 
outgoing  travel.  Another  very  important  advantage  of  a  head-station  is  the  ease  with  which 
additional  tracks  can  be  utilized  for  either  the  "  in  "  or  the  "  out  "  travel,  according  to  the 
business  at  the  time,  without  disturbing  the  general  system  governing  the  operation  of  the 
station.  In  this  manner  an  increase  of  travel  at  any  particular  time  of  the  day,  as  for  instance 
the  suburban  travel  in  the  morning  and  in  the  evening,  or  an  unusual  rush  owing  to  some 
excursion,  holiday,  races,  convention,  etc.,  can  be  readily  accommodated  on  short  notice,  and 
without  serious  interference  with  the  regular  travel  at  the  station.     A  further  advantage  e.xist.s 


TERMINAL   PASSENGER    DEPOTS.  345 

in  the  fact  that  an  in-bound  train,  after  discharging  its  passengers,  can  start  off  as  an  out-bound 
train  from  the  same  platform,  if  desired,  without  switching  the  train  to  another  part  of  the 
station,  which  is  particuhirly  of  vahic  for  local  or  suburban  trains  with  short  runs,  where  the 
same  train  passes  continually  back  and  forth.  The  tracks  at  head-stations  can  be  used  for 
the  storage  of  cars,  ami  a  further  advantage  is,  that  more  time  can  be  given  passengers  to 
embark  or  disembark,  without  thcreb\-  interfering  with  the  travel  passing  to  or  from  trains  on 
other  tracks. 

The  principal  disadvantages  of  head-stations  are,  that  passengers  have  a  much  longer 
distance  to  travel  on  foot,  and  baggage  has  to  be  wheeled  a  much  greater  distance,  than  in  a 
side-station,  in  order  to  pass  between  the  train  and  the  street  or  a  ferry  in  front  uf  the  head- 
house.  Where  there  is  a  ferry  in  front  of  the  head-house,  in  connection  with  the  depot,  this 
extra  distance,  that  has  to  be  travelled  by  passengers,  will  affect  the  schedules  for  the  train 
and  ferry  service  to  the  extent  of  from  one  to  three  minutes.  Where  the  depot,  however,  fronts 
on  streets  on  two  or  three  sides,  the  introduction  of  an  L-shaped  or  a  U-shaped  head-depot, 
with  the  proper  division  of  the  various  accommodations  in  the  ground-plan  layout,  will 
accomplish  much  towards  eliminating  the  most  serious  objections  to  head-stations.  Where  a 
head-station  adjoins  only  one  street  at  the  face  of  the  head-house,  the  street  frontage  will  be 
usually  more  limited  than  in  a  side-station  design  with  frontage  along  the  side-depot.  Where 
all  the  tracks  are  through  tracks  it  is  naturally  impracticable  to  use  a  head-depot,  but  where 
only  a  few  tracks  are  through  tracks,  they  are  arranged  to  pass  by  one  end  of  the  head-house. 
In  a  few  individual  cases,  where  the  track  level  is  below  the  street  level,  the  through  tracks 
at  the  station  pass  underneath  the  head-house. 

Summing  up,  therefore,  it  can  be  said  that  for  a  very  large  terminal  passenger  travel, 
with  all  or  most  of  the  tracks  stopping  at  the  depot,  a  head-station  design  offers  probably 
the  most  advantages,  and  b)'  introducing,  where  feasible,  some  of  the  features  of  a  side- 
station  in  connection  with  a  head-station,  by  the  construction  of  an  L-shaped  or  a  U-shaped 
depot  building,  much  can  be  done  to  eliminate  the  most  serious  objections  to  a  regular  head- 
station,  especially  where  street  frontage  can  be  obtained  on  several  sides  of  the  station  tract. 

The  classification  and  distinctive  characteristics  of  side-stations  and  head-stations  having 
been  discussed,  the  following  general  remarks  applicable  to  all  classes  of  terminal  passenger 
depots,  as  well  as  to  local  passenger  depots  in  a  more  limited  sense,  will  prove  interesting. 

The  waiting-rooms  should  be  of  ample  size,  airy,  well  lighted,  heated,  and  ventilated,  and 
comfortably  fitted  up.  The  latter  feature  is  most  essential  in  the  special  waiting-rooms,  as 
cheerful  and  pleasant  surroundings,  especially  in  a  ladies'  waiting-room  and  parlor,  aitl  mate- 
riall)'  in  establishing  the  reputation  of  a  railroad  company  for  looking  after  the  comfcirt  of  its 
patrons.  More  attention  should  be  paid  to  the  interior  fittings  and  furnishing  of  a  passenger 
depot,  in  preference  to  spending  large  sums  on  elaborate  external  ornamentation,  in  case  the 
appropriation  for  the  depot  is  limited.  A  terminal  depot  should  always  have,  in  adilition  to 
a  central  hall,  vestibule,  or  general  waiting-room,  at  least  a  special  ladies'  waiting-room,  and 
preferably  also  a  gentlemen's  waiting-room.  This  is  important,  as  the  largest  proportion  cf 
the  outgoing  travel  will  pass  directly  through  \.\\?.  depot  on  the  way  to  trains  without  much 
delay,  and  it  is  very  objectionable  to  subject  passengers,  who  have  to  wait  some  time  at  the 
depot  or  lay  over  between  trains,  to  the  annoyance  of  a  continual  stream    of  people  passing 


346  BUlLDliWGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

through  the  waitintj-room.  This  feature  is  more  noticeable  wlien  there  is  an  unusual  rush, 
such  as  in  the  morning  or  in  the  evening,  or  on  hoHdays,  excursion-days,  etc.  For  these 
reasons  a  design  with  a  large  central  hall  as  a  general  waiting-room,  or  a  generously  propor- 
tioned vestibule  leading  from  the  street  to  tlie  departure  platforms,  with  all  the  necessary 
ticket-windows,  counters,  stands,  etc  ,  so  located  as  to  render  it  unnecessary  for  passengers  to 
enter  the  special  waiting-rooms,  can  be  considered  as  the  best  practice  for  terminal  passenger 
depots  with  a  large  travel. 

The  principal  parts  of  a  terminal  depot  design,  which  afford  the  architect  the  best  oppor- 
tunities to  produce  a  pleasing  and  imposing  effect,  are  the  exterior  ensemble  of  the  structure, 
the  entrance  vestibule,  the  central  hall  or  general  waiting-room,  and  the  interior  of  the  train 
shed.  This  central  hall  is  one  of  the  important  features  of  the  general  plan  of  the  depot, 
and  it  is,  therefore,  usually  designed  as  a  large,  high,  and  handsomely  decorated  room  or 
rotunda  with  elaborate  and  effective  ornamentation  and  fixtures.  Ample  light  is  generally 
introduced  by  windows  located  high  enough  to  be  above  the  jjlatform  and  porch  roofs  that 
usually  adjoin  the  building.  The  architectural  treatment  of  these  windows,  and  of  the  en- 
trance and  e.xit  doors,  the  construction  of  the  ceiling  either  as  an  opea  roof  or  with  elaborate 
panelling,  the  chandeliers,  the  introduction  of  a  staircase  leading  to  trains,  where  different 
levels  exist,  or  to  the  upper  stories,  and  a  gallery  running  around  the  hall  for  access  to  the 
rooms  in  the  upper  story,  where  required,  together  with  the  proper  division  of  the  wall  sur- 
faces for  wall-maps,  train  index,  standard  clock,  etc.,  and  the  suitable  design  and  distribution 
of  the  sundry  ticket-windows,  counters,  stands,  and  entrances  to  adjacent  rooms  and  offices 
around  the  hall,  all  afford  ample  opportunities  for  the  designer  of  the  building  to  display 
ingenuity,  good  taste,  and  artistic  ability.  In  some  designs  a  great  point  is  made  of  introduc- 
ing an  elaborate  old-fashioned  fireplace  in  the  central  hall,  but  in  the  author's  opinion  this 
feature  is  out  of  place  in  a  large  general  waiting  hall  or  vestibule  such  as  described,  and  it 
will  prove  much  more  efficient  to  reserve  it  for  the  special  waiting-rooms,  where  the  character 
of  the  ornamentation  and  design  of  the  interior  should  be  more  suggestive  of  home  comforts, 
and  a  fireplace,  therefore,  forms  a  very  appropriate  element  of  the  design.  Where  benches 
are  introduced  in  a  general  waiting-room,  thc)-  should  be  placed  in  the  same  direction  as  the 
crowds  take  in  passing  through  the  hall,  so  as  to  afford  as  little  obstruction  as  possible,  unless 
ample  passage-ways  are  left  on  each  side  of  the  benches.  The  introduction  of  a  large  central 
hall  or  vestibule  in  a  depot  design  will  not  only  afford  relief  to  the  passengers  occupying 
the  special  waiting-rooms  by  not  having  a  continual  crowd  of  people  passing  through  the 
room  with  the  attendant  draughts  and  lowering  of  the  temperature  of  the  room  in  winter 
owing  to  the  constant  opening  of  the  entrance  and  exit  doors,  but  a  large  and  undesirable 
element,  such  as  depot  loungers,  laborers,  hackmcn,  hotel  porters,  etc.,  and  in  Southern 
sections  the  colored  element,  will  be  more  liable  to  patronize  the  general  waiting-room, 
rendering  the  special  waiting-rooms  more  quiet  and  select. 

It  is  not  absolutely  necessary,  although  desirable,  if  feasible,  to  have  a  special  gentle- 
men's waiting-room  where  there  is  a  large  and  well-equippetl  general  waiting-room.  But,  in 
any  event,  there  should  be  a  convenient,  pleasant,  and  comfortably  fitted  up  smoking-room 
provided.  At  some  passenger  terminals,  where  passengers  are  forced  to  wait  considerable 
time  between  trains,  when  changing  from  one  route  to  another,  a  reading-room  is  provided 
for  the  public. 


TERMINAL   PASSENGER    DEPOTS.  347 

A  ladies'  waiting-room  should  never  be  omitted,  but  should  be  considered  as  an  absolute 
requirement.  It  should  be  fitted  up  comfortabi}',  although  not  necessarily  luxuriously. 
There  should  be,  if  possible,  a  ticket-window  leading  into  this  waiting-room  from  the  ticket- 
office,  or  else  a  special  ticket-window  for  ladies  provided  in  the  general  waiting-room  or 
vestibule,  located  as  convenicntl\'  as  feasible  to  the  ladies'  waiting-room,  or  to  the  route  that 
ladies'  would  take  in  passing  from  the  street  to  the  ladies'  waiting-room.  It  is  also  desirable, 
where  possible,  to  have  a  ladies'  refreshment-counter  or  lunch-room  connected  with  or 
adjoining  the  ladies'  waiting-room.  A  number  of  rocking-chairs  and  sofas,  in  addition  to  the 
regular  seats,  will  prove  desirable.  A  fireplace  will  add  to  the  general  appearance  of  the 
room.  A  very  good  feature  to  introduce  in  a  ladies'  waiting-room  is  to  partially  screen  off 
small  alcoves,  or  else  have  small  separate  rooms  for  wedding  or  funeral  parties. 

A  ladies'  parlor  is  quite  a  feature  in  a  large  number  of  depot  layouts.  In  small  terminal 
depots  it  takes  the  place  of  a  special  ladies'  waiting-room,  while  in  large  terminal  depots  it 
forms  a  more  select  and  quiet  waiting-room,  in  addition  to  the  special  ladies'  waiting-room, 
where  there  is  naturall)'  more  or  less  bustle  and  passing  back  and  forth  all  tlie  time,  and  where 
gentlemen  accompanying  ladies  are  usually  admitted.  Hence  the  desirability  in  more  ways 
than  one  of  having  a  ladies'  parlor,  which  also  affords  an  excellent  opportunit)-  for  catering  to 
and  obtaining  the  good-will  of  a  very  influential  class  of  the  travelling  community.  The  cost 
of  making  the  room  luxurious,  cosy,  and  attractive  is  small  compared  with  the  advantage  to 
be  gained  and  the  cost  of  the  entire  building.  The  floor  should  be  carpeted,  the  chairs  and 
lolinges  upholstered,  and  the  room  rendered  as  warm,  cheerful,  and  pleasant-looking  as  possible. 
Rocking-chairs  and  separate  arm-chairs  should  be  added.  A  small  but  unique  fireplace  will  as- 
sist to  give  the  whole  room  a  cheerful  and  homelike  appearance,  and  will,  when  used,  especially 
on  chilly  days,  relieve  the  atmosphere  of  any  dampness,  and  also  afford  good  ventilation. 

Some  of  the  minor  but  still  essential  provisions  for  the  comfort  of  passengers  are  rolling- 
chairs  for  the  use  of  invalids  in  passing  to  or  from  trains  ;  stretchers  for  the  sick  or  injured  ; 
and  passenger  elevators,  at  least  for  invalids,  where  the  train  story  is  not  on  the  same  level 
with  the  street.  Large  wall-maps,  time-table  racks,  train  index,  and  similar  fixtures,  are  all 
valuable  to  assist  passengers  in  gaining  information.  Drinking-fountains,  water-coolers,  and 
tables  for  depositing  hand-baggage,  the  latter  more  particularly  in  the  special  waiting-rooms, 
will  be  found  to  be  desirable  additions. 

It  is  necessary  in  some  cases  to  provide  special  waiting-rooms  with  a  more  or  less  exten- 
sive set  of  appurtenances  for  the  accommodation  of  travellers  forced  to  lay  over  at  a  depot  for 
considerable  time  waiting  for  a  connecting  train.  In  the  South  it  is  also  verj'  customarj'  to 
have  special  waiting-rooms  for  colored  people,  frequently  with  a  separate  set  of  toilet-rooms. 
Tickets  are  generally  sold  to  them  from  a  special  window  leading  from  the  ticketoffice  into 
the  waiting-room,  or,  where  this  is  not  feasible,  there  is  a  special  ticket-window  leading  out  to 
a  platform  in  front  of  the  building.  At  other  points  the  emigrant  service  is  such  that  it  is 
necessary  to  provide  special  waiting-rooms  for  this  class  of  travel,  together  with  toilet-rooms, 
agent's  office,  etc.  In  order  to  prevent  the  emigrants  from  being  swindled,  and  also  so  as  to 
be  better  able  to  confine  them  to  one  section  of  the  depot,  it  is  desirable  for  the  railroad  com- 
pany to  see  that  a  coffee-stand  and  lunch-counter  is  furnished  and  run  properly  in  connection 
with  the  emigrant  quarters.     Finally,  special  mention  can  be  made  of  the  fact  that  at  several 


348  BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS. 

depots  in  this  country  there  is  a  spacious  reception-room   provided,  usually  in  an  upper  story, 
for  the  holding  of  railroad  conferences  or  the  reception  of  prominent  travellers. 

In  connection  with  waiting-rooms,  the  disposition  of  the  lavatories,  toilet-rooms,  etc.,  is  most 
important.  The  facilities  in  this  line  furnished  for  gentlemen  consist  of  a  toilet-room,  lavatorj', 
boot-black  stand,  and  in  some  cases  a  barber-shop.  The  similar  accommodations  for  ladies  con- 
sist of  a  dressing-room,  lavatory,  and  toilet-room.  In  some  cases  these  conveniences  are 
merged  into  one  room  for  each  class.  It  is  very  bad  practice  to  allow  the  toilet-room  for  gen- 
tlemen or  for  ladies  to  open  directly  from  a  central  hall  or  general  waiting-room.  There  is  no 
objection  to  a  toilet-room  leading  directly  from  a  gentlemen's  or  a  ladies'  special  v.-aiting- 
room  or  from  a  ladies'  parlor  or  a  smoking-rcjom.  Where  there  is  a  ladies'  parlor  in  connec- 
tion with  a  special  ladies'  waiting-room,  however,  it  will  prove  preferable  not  to  make  the 
ladies'  parlor  a  thoroughfare  to  the  toilet-room,  provided  a  dressing  and  lavatory  room  can 
adjoin  the  special  ladies'  waiting-room  and  serve  for  the  passage-way  to  the  toilet-room  proper. 
Relative  to  the  gentlemen's  lavatory  and  toilet-room,  it  will  prove  advantageous  to  have  a 
second  entrance  to  it  from  one  of  the  platforms  on  the  outside  of  the  building,  as  thus  a  con- 
stant passage  of  men  through  the  gentlemen's  waiting-room  or  the  smoking-room  will  be  pre- 
vented to  a  large  extent.  The  objection  usually  made  to  this  is  that  cleanliness  is  very  hard 
to  maintain  when  the  toilet-room  is  accessible  from  the  outside  of  the  building,  but  as  a  porter 
has  to  be  kept  anyhow  to  look  after  these  rooms  in  a  depot  of  any  size,  it  should  not  be  dif^- 
cult  to  enforce  regulations  and  exclude  undesirable  parties.  Where  a  ladies'  waiting-room  is 
open  to  some  extent  on  the  side  next  to  the  hall  or  general  waiting-room,  it  is  desirable  to 
place  the  door  leading  to  the  dressing  or  toilet  room  either  on  a  side  of  the  room  where  it  can- 
not be  readily  seen  from  the  corridor  or  general  waiting-room,  or  else  to  mask  the  entrance  by 
a  screen,  a  light  partition,  or  shrubbery. 

Relative  to  the  ticket  office  or  offices,  they  should  be  so  located  as  to  enable  tickets  to  be 
sold  not  only  to  the  central  hall  or  general  waiting-room,  but  also,  if  possible,  to  the  ladies' 
waiting-room,  and,  where  feasible,  also  to  the  gentlemen's  waiting-room.  Where  it  is  impos- 
sible to  have  a  ticket-window  leading  into  the  ladies'  waiting-room,  then  there  should  be  spe- 
cial windows  for  ladies  provided  in  the  central  hall.  There  are  frequently  several  ticket-offices 
or  at  least  several  ticket-windows  provided  for  the  different  roads,  routes,  or  classes  of  tra\'el 
or  for  use  when  the  travel  is  unusuall}-  large.  The  main  point  to  observe  in  locating  a  ticket- 
office,  however,  is  to  place  it  adjacent  to  the  route  that  travellers  usually  take  in  passing  from 
the  street  to  the  trains,  with  due  regard  to  the  fact  that  they  have  to  get  their  tickets  before 
they  can  check  their  baggage,  and  that  they  should  not  be  required  to  retrace  their  steps,  if 
possible.  It  is  not  necessary  that  the  ticket-office  should  be  located  on  the  train  side  of  the 
depot,  although  a  ticket-agent  can  thereby  keep  better  posted  as  to  the  movements  of  trains; 
and  by  having  a  ticket-window  leading  out  on  the  platform  facing  the  trains,  through  travellers, 
arriving  at  the  depot  on  a  train  and  forced  to  buy  another  ticket  in  only  a  few  minutes'  time, 
can  be  better  accommodated.  This  latter  point  is  not  considered  very  essential  in  this  coun- 
try, although  where  it  can  be  introduced  without  harming  tiie  location  of  the  ticket-office  for 
other  purposes,  it  is  just  as  well  to  do  so.  Where  one  ticket-agent  has  to  serve  at  several 
windows,  the  windows  should  not  be  placed  too  far  apart,  but  ample  space  should  be  left  for 
shelves  and  ticket-racks  between  them.     Good  light  should  be  provided  at  day  and  at  night  on 


TERMINAL    PASSENGER   DEPOTS.  349 

both  sides  of  the  ticket-windows.  Guard-railings  arc  necessary  outside  the  ticket-windows  to 
keep  passengers  from  crowding  from  all  directions  up  to  the  windows.  Ample  shelves  or  racks 
should  be  provided  at  and  near  the  windows,  so  that  passengers  can  deposit  their  hand-bag- 
gage, umbrellas,  or  bundles  while  purchasing  tickets.  Finally,  attention  should  be  called  to 
the  necessity  of  making  a  ticket-office  at  a  terminal  depot  large  enough  to  accommodate  not 
only  the  agent  and  clerks,  but  also  the  large  number  of  ticket-cases,  time-table  racks,  and  other 
furniture  that  form  the  necessarj-  appurtenances  of  a  ticket-office.  A  designer  of  a  depot  fa- 
miliar with  the  requirements  at  terminal  depots  will  endeavor  to  give  the  ticket  agent  a  large, 
well-lighted,  and  well-ventilated  space,  and  not  expect  the  enormous  business  tliat  is  done  in  a 
ticket-office  to  be  conducted  in  a  small  kiosk  or  booth  framed  into  one  corner  of  the  central 
hall.  It  is  better  to  provide  too  much  space  and  too  many  ticket-windows,  than  to  err  in  the 
other  direction.  The  ticket-offices  for  the  sleeping  or  palace  car  service  are  frequently  kept 
separate  from  the  regular  ticket-offices,  or  at  least  a  separate  ticket-window  is  provided  for 
selling  sleeping  or  palace  car  tickets.  This  window  should  lead  on  to  the  central  vestibule, 
hall,  or  general  waiting-room. 

In  addition  to  waiting-rooms  and  ticket  offices,  provision  has  to  be  made  to  a  greater  or 
less  extent  for  a  number  of  features,  such  as  a  public  telegraph-office  ;  telephone  and  messen- 
ger service;  U.  S.  mail-box;  express-office;  carriage-office;  parcel,  hand-baggage,  or  coat 
room  ;  newspaper  and  book  stand  ;  cigar,  fruit,  candy,  and  soda-water  counter;  a  flower-stand  ; 
and  a  bureau  of  information.  Suitable  accommodations  for  all  of  these  facilities  and  features 
should  be  provided,  as  far  as  possible,  along  the  route  taken  by  passengers  in  passing  from 
the  street  to  trains,  in  other  words,  they  should  be  distributed  at  appropriate  places  along  the 
entrance  vestibule,  central  hall,  or  general  waiting-room.  At  the  telegraph-office  there  should 
be  ample  facilities  for  writing  messages,  and  shelves  should  be  provided  to  allow  passengers 
to  deposit  hand  baggage  ami  buntlles  while  thus  engaged.  It  is  desirable  to  have  the  teie- 
"raph-office  and  the  mail-box  as  near  the  train  side  of  the  general  waiting-room  as  possible, 
so  that  through  passengers  with  only  a  few  minutes  to  spare  can  make  use  of  them 
more  readily.  It  is  also  desirable  to  have  the  bureau  of  information  near  the  trains  or 
opening  on  to  the  lobby  or  platform  next  to  the  trains,  where  outgoing  crowds  congregate. 

Relative  to  the  dining-rooms,  restaurant,  lunch-counters,  etc.,  and  the  necessary  appurte- 
nances, it  can  be  said  that  the  extent  and  the  general  arrangement  of  the  accommodations  for 
these  facilities  will  depend  entirely  on  local  conditions.  At  some  stations  the  proximity  of 
hotels,  restaurants,  and  bar-rooms  makes  it  unnecessary  to  give  much  attention  to  them,  while 
at  other  stations  the  facilities  and  equipment  for  this  branch  of  the  service  are  very  complete. 
This  is  especially  the  case  where  the  station  is  used  very  extensively  for  a  meal  station  for 
through-trains,  or  where  there  is  a  hotel  connected  with  the  depot.  Where  the  station  serves 
as  a  meal  station,  the  principal  feature  to  observe  is  to  locate  the  dining  and  lunch  rooms  as 
near  the  trains  as  feasible,  and  to  give  quick  and  easy  means  of  ingress  and  egress  from  and 
to  trains  without,  if  possible,  passing  through  the  waiting-rooms.  Where  the  service,  how- 
ever, is  mainl\-  for  the  local  travel,  the  accoinmodations  form  part  ol  the  general  la)-out  of 
the  depot,  and  should  be  worked  into  the  ground-plan  to  the  best  advantage.  7\s  mentioned 
above,  it  is  a  very  good  feature  to  introduce  a  ladies'  lunch-counter  or  lunch-room  adjacent  to 
the  ladies'  waiting-room.     Otherwise,  however,  as  far  as  the  local  travel  is  concerned,  there  is 


350  BUILDINGS  AND   STRUCTURES  OF   AMERICAN  RAILROADS. 

no  absolute  necessity  of  any  special  location  of  the  dining  and  lunching  rooms,  provided  they 
are  accessible  from  the  vestibule  or  general  waiting-room. 

Relative  to  the  entrance  and  exit  doors  of  the  central  vestibule  or  general  waiting-room, 
they  should  be  so  arranged  that  passengers  can  pass  by  them  on  the  shortest  route  from  the 
street  to  the  trains.  Where  the  doors  leading  from  the  waiting-room  to  the  train  side  of  the 
house  arc  kept  closed  till  trains  are  ready  for  passengers,  it  is  desirable  to  have  the  doors 
open  with  the  crowd  and  not  against  it.  Where  feasible,  however,  as  previously  indicated,  it 
is  better  practice  to  provide  a  lobby  or  covered  platform  for  outgoing  crowds  to  congregate 
in  between  the  depot  building  and  the  departure  platforms,  thereby  relieving  the  waiting- 
rooms  considerabl}-  at  times  of  an  unusual  rush  of  travel.  If  benches  are  added,  and  a 
drinking-fountain  with  running  water  provided  in  this  lobby,  it  will  be  found  that  a  great 
many  people  will  prefer  to  remain  outside  the  building,  and  a  very  undesirable  element,  such 
as  depot  loungers,  laborers,  colored  people,  hackmen,  runners,  and  others  will  be  drawn  away 
from  the  waiting-rooms.  A  fence  with  gates  and  gate-keepers  serves  to  control  the  crowd 
and  keep  them  from  spreading  indiscriminately  over  the  station.  In  handling  passengers  at 
depots  the  great  feature  to  observe  is  to  keep  crowds  moving  in  different  directions  from 
meeting  each  other.  Incoming  passengers  generally  disembark  on  special  arrival  platforms 
located  on  one  side  cf  the  station,  and  pass  thence  to  the  street  on  that  side  of  the  station  or 
through  special  exits  or  passages  through  the  depot  building  to  the  street.  This  is  more 
easily  accomplished  in  head-stations  than  in  side-stations.  At  the  latter,  owing  to  the 
extreme  frontage  of  the  building  on  the  tracks,  it  is  necessary  to  provide  special  exits  or 
corridors  leading  through  the  building  to  the  street.  These  passages  are  very  important  in  a 
large  terminal  depot,  as  they  enable  arriving  passengers  to  leave  the  platforms  sooner.  The 
passage  of  arriving  passengers  through  the  waiting-rooms  or  vestibules,  used  for  outgoing 
travel  in  passing  to  trains,  should  never  be  allowed.  In  designing  the  special  e.xits  for 
incoming  passengers,  however,  care  should  be  taken  that  the  ground-plan  la}out  of  the  entire 
building,  especially  with  a  view  to  the  accommodation  of  the  outgoing  and  through  travel,  is 
not  seriously  interfered  with.  Where  the  train  story  is  on  a  different  level  from  the  street, 
stairs  have  to  be  provided.  They  should  be  wide  and  ample  to  accommodate  the  largest 
crowds,  and  have  broad  treads  with  easj-  risers,  and  the  flight  be  suitably  broken  b)-  landings. 

For  the  accommodation  of  passengers  arriving  or  departing  in  carriages,  cabs,  or  omni- 
buses, it  is  desirable  to  have  projecting  awnings  or  a.  parte  cocliirc  at  the  entrance  to  the  building 
for  outgoing  passengers,  and  projecting  awnings  or  a  regular  shed  roof  or  covered  carriage  court 
for  carriages  and  omnibuses  for  the  incoming  travel.  More  space  and  frontage  is  required  for 
the  incoming  travel  than  for  the  outbound  passengers,  as  the  latter  alight  from  the  carriages 
and  omnibuses  at  once,  while  carriages  and  omnibuses  for  the  incoming  travel  have  to  line  up 
and  wait  considerable  time.  In  this  connection  attention  should  be  called  to  the  desirability 
of  enforcing  strict  rules  excluding  hackmen  from  the  waiting-rooms.  A  small  room  provided 
for  them  adjacent  tc  the  carriage-stand  would  do  much  towards  keeping  them  in  the  back- 
ground until  wanted,  WHiere  the  street  level  is  below  the  track  level,  a  carriage  court  is  fre- 
quently created  on  a  level  with  the  street  below  the  train-shed  or  main  building. 

The  baggage-rooms  at  large  terminal  passenger  depots  have  to  be  designed  and  located 
with  considerable  care  and  forethought,  as  an  injudicious   choice  of   location   or  too  small 


TERMINAL   PASSENGER    DEPOTS.  351 

facilities  will  entail  in  after  years  continually  increased  expenses  for  the  handling  of  baggage. 
A  clear  and  distinct  conception  should  be  had  of  the  methods  to  be  employed  in  handling  the 
baggage  to  and  from  wagons  and  trains,  and  the  accommodations  located  accordingly.  Where 
several  railroads  use  the  same  depot  building  there  are  in  some  cases  a  number  of  baggage- 
rooms.  In  most  instances,  however,  the  division  of  the  baggage  service  consists  of  separating 
the  "  in  "  and  "  out  "  baggage,  and  locating  the  respective  baggage-rooms  with  reference  to 
the  street  delivery  and  the  location  of  the  baggage-cars  of  inbound  and  outbound  trains  when 
standing  in  the  station.  In  side-stations  there  is  usually  a  baggage-room  at  each  end  of  the 
depot  buikiing.  In  side-stations  with  an  auxiliary  building  opposite  the  main  building  and  in 
twin-stations  there  is  a  baggage-room  on  both  sides  of  the  tracks.  In  head-stations  there  are 
usually  two  baggage-rooms,  one  on  the  side  of  the  station  where  the  departure  platforms  are 
mainly  situated,  and  one  on  the  side  of  the  arrival  platforms.  In  regard  to  the  facilities 
required  for  the  two  classes  of  baggage,  it  can  be  said  that  "out"  baggage  is  received  at  the 
outbound  baggage-room  at  all  times  from  express-wagons  and  other  vehicles,  especially  shortly 
prior  to  train  time.  There  must  be  sufficient  storage  space  provided  to  store  baggage 
delivered  thus  until  it  is  claimed  and  checked  by  passengers.  It  is  then  loaded  on  trucks  and 
transferred  to  the  train.  Inbound  baggage  is  mostly  claimed  on  the  platform  or  baggage- 
trucks,  as  soon  as  unloaded  from  the  train,  by  owners,  drivers,  hotel  porters,  and  especially 
express  agents,  who  hold  the  checks  of  the  passengers.  The  inbound  express-room,  therefore, 
should  be  located  conveniently  to  the  arrival  platforms  and  to  the  place  where  the  inbound 
baggage  is  trucked  to,  so  that  the  delivery  of  baggage  to  the  express  company  can  be  made 
quickly  and  at  once,  relieving  the  railroad  company  of  the  necessity  of  storing  the  baggage. 
The  result  is  that  the  floor-space  of  the  "in"  baggage-room  can  be  much  smaller  than  the 
''out  "  baggage-room,  especially  if  a  store-room  is  provided  for  left-over  or  baggage  unclaimed 
after  a  certain  time.  One  of  the  principal  points  to  observe  is  to  endeavor  to  have  the 
baggage-trucks  in  their  passage  to  and  from  trains  interfere  as  little  as  possible  with 
passengers  going  to  or  from  trains,  and  that  the  trucking  distance  for  each  class  of  baggage 
should  be  reduced  to  a  minimum.  The  accumulation  of  baggage  on  the  platforms  adjacent 
to  the  baggage-rooms  should  not  be  allowed,  if  the  passenger  service  is  thereby  interfered 
with.  The  location  of  the  inbound  baggage-room  should  be  such,  if  feasible,  that  passengers 
on  the  way  from  the  arrival  platforms  to  the  street  or  ferry,  if  there  is  one,  can  look  after 
their  baggage  without  making  too  circuitous  a  route.  The  location  of  the  outbound  baggage- 
room  should  be  near  the  waiting-rooms.  The  street-delivery  side  should  be  near  the  main 
passenger  entrance,  if  feasible,  so  tiiat  passengers  arriving  in  carriages  or  omnibuses  with  their 
b'1gg<^ge  with  them  can  see  it  properly  delivered  at  the  baggage-room.  It  is  further  good 
practice,  if  feasible,  to  have  an  opening  or  a  window  or  a  corridor  leading  from  the  central 
vestibule,  hall,  or  general  waiting-room  to  the  baggage-room,  so  that  passengers  after  pur- 
chasing their  tickets  can  go  to  the  baggage-room  and  check  their  hand-baggage,  as  well  as 
heavier  baggage  previously  delivered,  without  going  outside  of  the  building.  Where  the 
train  story  is  on  a  different  level  from  the  street  the  baggage-rooms  are  located  on  the  street 
level  and  the  baggage  is  transferred  on  baggage-trucks  by  means  of  hydraulic  platform-hoists  to 
and  from  the  train  story.  The  baggage-rooms  are  provided  with  platform  scales  for  weighing 
baggage;  also  the  necessary  baggage-counters  for  receiving  baggage.     Additional  wall-surface 


352  BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS. 

for  the  storage  of  the  large  number  of  checks,  that  have  to  be  kept  in  a  baggage-room  at  a 
large  terminal  depot,  is  frequently  made  available  by  having  a  light  gallery  running  around 
the  baggage-room,  the  upper  parts  of  the  walls  being  studded  with  baggage-check  hooks. 
Ofifices  for  the  baggage-master  and  clerks  have  to  be  provided  ;  also  storage  space  for  baggage- 
trucks. 

The  general  remarks  relative  to  the  baggage  service  hold  good  to  a  large  extent  respect- 
ing the  express  business,  with  exception  that  the  express-rooms  do  not  have  to  be  absolutely 
near  any  of  the  waiting-rooms. 

Relative  to  the  accommodations  to  be  furnished  for  the  various  branches  of  the  station 
and  depot  service  it  can  be  said,  that  they  should  be  worked  into  the  general  layout  to  the 
best  advantage  possible,  taking  all  circumstances  into  account.  Special  rules  cannot  be  given, 
as  the  individual  requirements  and  local  conditions  in  each  case  will  govern  the  choice 
materially. 

Where  hotel  accommodations  have  to  be  provided,  attention  should  be  paid  to  keeping 
the  part  of  the  building  reserved  for  the  passenger  business  as  distinct  as  feasible  from  the 
hotel  section.  Where  a  hotel  is  connected  with  a  terminal  passenger  depot,  the  dining  and 
restaurant  facilities  of  the  hotel  proper  serve  for  passengers,  although  in  some  cases  there  are 
additional  private  dining-rooms  for  more  permanent  guests  of  the  hotel. 

In  the  designing  of  general  offices  in  connection  with  a  terminal  passenger  depot,  the  same 
rules  and  requirements  will  govern  the  layout  as  in  any  ofifice  building.  The  general  ofifices 
should,  however,  be  kept  distinct  from  the  part  of  the  building  used  by  passengers,  which  is 
generally  not  difficult  to  accomplish,  as  the  upper  stories  of  the  building  are  used  mainly  for 
offices,  while  the  accommodations  for  passengers  are  on  the  ground-floor.  The  entrance  and 
stairs  leading  to  the  general  offices  should  be  entirelj'  independent  of  any  entrance,  vestibule, 
or  central  hall  used  by  passengers,  if  the  design  will  allow  it.  A  separate  private  stairway 
and  exit  should  be  provided  from  the  general  offices  to  the  train-shed. 

Relative  to  the  floors  and  platforms  in  a  terminal  passenger  depot,  similar  remarks  will  hold 
good  as  made  above  in  the  chapter  on  Platforms,  etc.  In  the  entrance  lobbies,  vestibules,  cen- 
tral hall,  or  general  waiting-room,  where  there  is  a  large  amount  of  travel  passing  continually, 
an  asphalt,  tiled,  or  flagged  floor  will  prove  the  best.  A  tile  floor  of  suitable  colors  and  pat- 
tern will  add  to  the  general  appearance  of  the  rooms  and  produce  a  warmer  effect.  If  stone 
plinths  are  used  at  the  base  of  the  side  walls,  in  place  of  wooden  wash-boards,  the  floor  can  be 
washed  more  freely  and  readily  without  damaging  the  woodwork.  In  the  special  waiting- 
rooms  and  dining-rooms  a  wooden  floor  will  be  more  suitable,  although  tile  floors  are  some- 
times used.  Baggage-rooms  and  express-rooms  are  usually  floored  with  wood,  asphalt,  or 
stone  flagging.  Platforms  have  either  wood,  asphalt,  stone  flagging,  or  "  granolithic  concrete" 
for  a  floor.  The  relative  advantages  and  disadvantages  of  different  classes  of  flooring  materials 
have  been  discussed  fully  in  the  chapter  on  Platforms,  etc.  It  can  be  said,  however,  that  for 
platforms  under  cover,  as  for  instance  the  platforms  in  a  train-shed  or  under  shed  roofs  and 
projecting  awnings,  wood,  on  account,  of  being  protected  from  the  weather,  will  i^iove  fairly 
durable,  while  an  asphalt  floor  will  not  be  heated  by  the  rays  of  the  sun,  and  will  therefore 
prove  less  objectionable  to  passengers  and  less  liable  to  be  damaged  by  trucks  passing  over  it. 
A  floor  of  "granolithic  concrete"  is  being  used  very  extensively  for  platforms  in  a  great  many 


TERMINAL    PASSENGER   DEPOTS.  353 

of  the  lari^c  terminal  depots  of  tlie  country.  It  makes  an  excellent  floor,  but  unless  truck- 
wheels  are  rubber  tired  it  uill  be  found  to  chip  easily.  Wagon-courts  and  driveways  for 
wagons  or  carriages  should  be  paved  with  Belgian  blocks  or  asphalt,  where  the  travel  is  heavy. 
In  some  cases  macadam  roads  are  used.  In  selecting  the  proper  flooring  material  for  plat- 
forms, due  regard  should  be  paid  to  the  fact  that  repairs  arc  not  only  costly  to  make,  bi!i  are 
attended  \vith  considerable  annoyance  to  passengers  and  disturbance  of  the  working  routine 
of  the  station  service.  The  flooring  material  should  be  durable,  not  slippery,  comfortable  for 
passengers  to  walk  and  stand  on,  reasonably  smooth  for  trucking,  and  easily  cleaned.  In 
regard  to  this  latter  feature,  a  floor  that  can  be  flushed  with  water  without  damage  and  that 
dries  quickl)-  afterwards,  will  prove  most  advantageous. 

The  heating,  ventilating,  lighting,  and  plumbing  of  a  terminal  passenger  depot  should  be 
the  very  best  obtainable,  consistent  with  the  class  of  building  adopted  and  the  available  ap- 
propriation. The  heating  should  be  by  furnaces  or  by  steam.  Fireplaces  in  the  waiting- 
rooms  and  principal  offices  add  not  only  to  the  finish  of  the  interior,  but  affortl  a  good  chance 
to  warm  the  rooms  and  brighten  them  up  in  damp,  chill\-  weather,  when  the  regular  heating 
of  the  building  is  suspended,  and  also  offer  good  ventilation.  Relative  to  ventilation  of  the 
building,  it  should  be  first-class,  as  it  is  very  objectionable  to  passengers  to  be  obliged  to  re- 
main in  close  and  badly  ventilated  rooms.  The  waiting-rooms,  dining  and  restaurant  rooms 
should  be  high  and  airy  apartments,  especially  the  general  waiting-room.  Mechanical  venti- 
lation should  be  introduced,  where  required,  more  particularh'  in  the  smaller  offices.  The 
lighting  of  the  building  should  be  by  gas  or  electricity.  The  plumbing  .should  be  of  the  best 
kind  possible.  Waterclosets  should  have,  preferably,  water  running  all  the  time;  urinals 
should  be  furnished  thus,  in  any  event.  Slate,  glazed  tiles,  or  polished  marble  are  the  best 
materials  to  use  around  a  water-closet  or  urinals.  The  floor  in  a  toilet-room  should  be  made 
of  tiles,  asphalt,  slate,  or  stone  flags. 

Train-sheds  are  used  in  connection  with  a  terminal  passenger  depot,  to  cover  the  tracks 
and  platforms  in  front  of  the  depot  on  which  passengers  take  or  leave  trains.  At  very  large 
termiinals,  situated  in  cities,  train-sheds  are  a  necessary  requirement  of  the  depot  structure: 
but  at  minor  terminals,  especially  where  the  appropriation  for  the  building  is  limited,  satisfac- 
tory results  can  be  practically  obtained  by  a  series  of  platform-sheds.  If  the  general  layout 
at  the  start  is  made  with  a  view  to  building  eventually  a  train-shed,  when  the  business  war- 
rants it  or  funds  are  at  hand  to  do  so,  then  the  introduction  of  temporary  platform-sheds  is  a 
very  commendable  solution  of  the  question.  The  first  cost  of  a  train-shed  can  also  be  dimin- 
ished by  reducing  its  length  or  omitting  additional  spans,  where  the  final  plan  contemplates 
several  spans,  and  substituting,  if  required,  light  temporary  platform-sheds.  At  the  Union 
Depot  at  Kansas  City,  Mo.,  one-legged  iron  platform-sheds,  shown  in  Fig.  413,  are  used  on 
the  longitudinal  platforms  between  the  tracks,  while  large  arched  arcades,  50  feet  in  width, 
shown  in  F"ig.  626,  cover  crosswalks  connecting  the  longitudinal  platforms  with  the  covered 
platform  along  the  face  of  the  depot.  Fxcci)ting  during  very  stormy  weatlier,  this  sys- 
tem provides  ample  protection  for  passengers  and  baggage,  and  offers,  in  addition  to  cheapness 
of  first  cost,  the  great  advantages  of  being  light,  airy,  and  not  .seriously  affected  by  smoke, 
soot,  and  the  deafening  noise  from  trains  and  engines,  which  renders  a  great  many  train-sheds 
very  objectionable.     In  fact,  a  system  of  platform   roofs  on   the  longitudinal  platforms,  con- 


354  BUILDINGS   AND    STRUCTURES   OF   AMERICAN    RAILROADS. 

iiccting  at  hcad-statioiis  directly  with  the  lobby  or  covered  crosswalk  in  front  of  the  head- 
house,  and  at  side-stations  by  means  of  covered  transverse  arcades  with  the  platform  in  front 
of  the  depot  building,  can  be  considered  as  far  superior  to  the  attempt  to  build  a  small  and 
especially  a  low  train-shed,  in  which  the  light  and  ventilation  is  bad,  the  smoke  and  soot  a 
constant  annoyance,  while  the  acoustic  properties  are  such  that  the  noise  of  escaping  steam 
from  cylinders  or  safety-valves,  the  ringing  of  the  bell,  the  sounds  accompanying  the  slipping 
of  the  drivers  in  starting  a  heavy  train,  combined  with  the  general  confusion  and  bustle,  all 
intensified  by  the  reverberations  caused  by  a  low  roof  and  side  galleries,  render  the  structure 
a  nuisance  to  the  travelling  public,  as  well  as  a  serious  drawback  to  the  quick  and  efficient 
despatch  of  the  station  service,  where  dependent  on  verbal  communications  or  signals  by  sound. 
To  obtain  the  best  acoustic  results  a  good  height  of  the  structure  is  most  valuable,  as  also  the 
absence  of  side  galleries  or  low  lean-to  roofs  on  the  sides  of  the  main  shed  span,  which  are  liable 
to  catch  the  sounds  more  readily  and  intensify  them  by  repeated  reverberations. 

The  general  arrangement  of  a  train-shed  is  practically  the  same  whether  at  a  head  or 
side  station.  The  tracks  are  usually  grouped  in  pairs,  with  longitudinal  platforms  between 
each  pair  of  tracks.  The  tracks  are  connected  outside  the  shed  by  leaders  and  crossovers,  so 
that  the  tracks  can  be  used  at  will  for  "  in  "  or  "out"  trains,  or  through-trains  run  through  the 
shed  on  any  track  desired.  Interlocking  switches  and  signals  are  an  absolute  necessity  at 
every  terminal  depot  of  any  magnitude.  In  this  connection  mention  should  be  made,  that 
the  efficiency  of  the  interlocking  system,  as  far  as  promptness  is  concerned,  is  dependent  to  a 
much  larger  extent  than  frequently  understood  on  establishing  facilities  and  means  for  quick 
communication  and  interchange  of  signals  between  the  train-despatcher,  gate-keepers,  train- 
starter,  and  the  operations  in  the  signal-tower  outside  of  the  depot,  so  that  telephones,  speak- 
ing-tubes, gongs,  electric  bells,  and  similar  appliances,  with  a  proper  code  of  signals,  etc.,  form 
a  most  valuable  and  essential  element  to  any  interlocking  system. 

The  longitudinal  platforms  between  tracks  should  never  be  less  than  12  ft.  wide,  so  as  to 
accommodate  passengers  and  baggage-trucks.  Where  posts  are  set  on  the  platform,  and 
where  large  crowds  have  to  be  handled,  much  wider  platforms  are  used,  a  width  of  20  or  24 
ft.  being  quite  usual.  Side  platforms  that  have  only  one  track  frontage  can  be  made  nar- 
rower. Crosswalks  and  outside  lobbies  for  outgoing  passengers  to  congregate  in  are  made 
from  30  to  60  ft.  wide  or  even  more,  according  to  the  ground-space  available,  and  the  prob- 
able number  of  passengers  to  handle  at  unusual  rushes.  It  is  best  to  proportion  the  cross- 
walks or  lobbies  generously  at  the  start,  as  it  will  be  difficult  to  obtain  additional  space  later, 
while  they  aiTord  a  most  desirable  means  of  relief  in  handling  large  numbers  of  passengers  and 
prevent  the  overcrowding  of  the  waiting-rooms  to  a  great  extent. 

Relative  to  the  height  and  spacing  of  platforms,  in  regard  to  the  rails,  reference  should 
be  made  to  the  chapter  on  Platforms,  Platform-sheds,  and  Shelters.  In  connection  with  ter- 
minal stations,  however,  it  can  be  said  in  general,  that  at  a  great  many  side-stations  the  entire 
floor  of  the  train-shed  is  planked  at  the  level  of  the  top  of  the  rails,  so  that  passengers  can  pass 
and  baggage  be  trucked  indiscriminately  across  the  platforms  and  tracks  on  the  shortest 
route.  In  this  case  all  the  tracks  are  frequently  located  close  together  without  any  longitud- 
inal spaces  for  platforms  between  them.  Longitudinal  platforms  between  tracks  at  head- 
stations  and  also  at  side-stations,  where  used,  are  generally  set  from  6  to  12  in.  above  the  top 
of  the  rail,  and  approach  the  centre  of  the  track  within  4  ft.  6  in.  to  5  ft. 


TERMINAL   PASSENGER    DEPOTS.  355 

In  regard  to  the  grouping  of  the  tracks  and  longitudinal  platforms  the  following  general 
remarks  can  be  made.  As  previously  stated,  in  side-stations  the  tracks  are  either  located 
close  together  and  floored  over  throughout  level  with  the  top  of  the  rails,  or  else  they  are 
grouped  in  pairs,  with  longitudinal  platforms  between  the  pairs  and  connected  by  crosswalks 
witli  the  main  platform  in  front  of  the  side  buililint:;.  At  head-stations  with  only  two  tracks 
running  into  the  depot  there  can  be  cither  one,  two,  or  three  platforms.  In  the  first  case  the 
platform  is  located  between  the  tracks  and  used  for  passengers  and  baggage  service, — which, 
for  instance,  is  the  system  in  use  at  the  terminal  head-station  of  the  Boston  &  Providence 
Railroad  at  Stoughton,  Mass.:  in  the  second  case  there  are  two  platforms,  one  on  each  side  of 
the  pair  of  tracks,  one  platform  being  used  for  inbound  and  the  other  for  outbound  business; 
in  the  third  case  mentioned,  there  is  a  third  platform  added  between  the  tracks,  which  central 
platform  is  used  for  baggage  exclusively,  as  for  instance  the  case  at  the  depot  of  the  New 
York  &  New  England  Railroad  at  Boston,  Mass.  Where  there  arc  more  than  two  tracks 
running  into  a  head  station,  the  tracks  are  usually  grouped  in  pairs,  with  platforms  between 
the  pairs.  The  spacing  of  the  tracks  and  platforms  in  connection  with  the  train-shed  con- 
struction is  frequently  such  that  an  odd  track  is  located  on  the  outside  of  the  shed  proper, 
generall}',  however,  covered  in  part  by  the  roof  projection  of  the  main  shed.  In  the  proposed 
design  for  the  train-shed  of  the  Illinois  Central  Railroad  at  Chicago,  III.,  the  roof  projection 
of  the  main  shed  is  36  ft.  wide,  so  as  to  cover  two  tracks  and  a  platform.  In  a  few  cases 
three  or  more  tracks  are  grouped  together  between  the  longitudinal  platforms,  in  place  of  the 
more  usually  adopted  grouping  in  pairs.  The  middle  tracks  serve  in  such  a  case  for  the 
storage  of  cars. 

Relative  to  the  general  construction  to  be  adopted  for  a  train-shed,  reference  has  been 
made  above  to  the  desirability  of  having  a  high  shed,  constructed  on  good  acoustic  principles, 
and  well  lighted  and  ventilated.  This  is  especially  essential  where  the  sides  of  the  train-shed 
are  enclosed  practically  solid  on  three  sides  by  buildings  or  walls, — as  for  instance  at  a  head- 
station.  Where  the  shed  is  more  or  less  open  on  the  sides  and  at  both  ends,  as  frequently 
the  case  at  side-stations,  the  nuisance  from  smoke  and  excessive  noises  will  be  greatly 
reduced.  Ventilation  is  usually  secured  by  a  clerc-story  with  louvred  ventilator  or  movable 
sash  built  in  the  roof.  As  the  gases  accumulating  in  a  train-shed  are  particularly  injurious  to 
iron  work,  and  the  peak  of  the  roof  forms  a  pocket  to  catch  and  hold  them,  it  is  very  essential 
to  provide  some  means  of  ventilation  at  the  peak  itself  independent  of  other  openings  of  the 
sides  of  the  clere-story.  Good  light  is  obtained  in  the  interior  of  a  train-shed  by  introducing 
a  large  number  of  windows  in  the  sides  of  the  shed,  where  closed  ;  also  by  windows  and  sk)'- 
lights  in  the  clere-story  and  roof.  Too  many  skylights  in  the  roof  proper  is  objectionable,  as 
it  will  make  the  shed  very  hot  in  summer.  The  ends  of  a  train-shed  are  usually  closed  to 
within  20  to  25  ft.  of  the  rails.  It  is  best  to  place  as  many  windows  as  po.ssible  in  these  ends, 
as  they  assist  materially  in  lighting  up  the  interior  of  the  shed.  These  end  partitions  have  to 
be  very  thoroughly  braced  so  as  to  withstand  the  wind  pressure  from  the  outside.  The  gen- 
eral light  effect  inside  the  shed  will  be  greatly  improved  by  painting  the  interior  in  light 
colors.     The  lighting  of  the  shed  at  night  should  be  preferably  by  gas  or  electric  lights. 

Train-sheds  are  usually  built  with  iron  roof-trusses  resting  on  stone  or  brick  side  walls  or 
on  iron  columns,  covered  with  boards  on  wooden   rafters  or  purlins,  and   roofed  with  tin  on 


356  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

tarred  felt  or  building-paper.  The  exposure  of  so  much  iron-work  to  the  deteriorating  effects 
of  the  sulphurous  gases  collecting  under  the  roof  is  very  objectionable.  Skylights  are  very 
hard  to  keep  water-tight  in  consequence  of  the  constant  damage  being  done  by  these  gases. 
It  can,  therefore,  be  said,  that  practically  repairs  are  constantly  required  in  a  large  train-shed, 
if  painting  is  included  ;  in  fact  it  is  very  seldom  that  painting  or  repair  work  of  some  kind  is 
not  going  on  inside  or  outside  of  a  train-shed.  For  this  reason  prominent  railroad  men  have 
frequently  expressed  it  as  their  opinion,  that  the  general  adoption  of  iron  for  train-sheds 
cannot  be  considered  as  such  an  excellent  innovation,  as  a  heavily  timbered  roof  or  a  combi- 
nation roof  has  some  decided  advantages  over  an  all-iron  roof.  The  roof-trusses  in  train-sheds 
are  usually  spaced  from  20  to  40  ft.  apart.  The  longitudinal  and  sway  bracing  is  very  impor- 
tant so  as  to  resist  the  wind-pressure. 

Relative  to  the  roof  construction  of  a  train-shed  it  can  be  said,  that  the  general  effect  of 
the  interior  and  its  structural  efficiency  depend  largely  on  the  appropriate  and  artistic  design 
of  the  roof.  The  engineering  and  architectural  features  of  large-span  train-sheds  are  blended 
to  such  an  extent,  that  the  greatest  care  should  be  observed  to  bring  the  best  talent  and 
experience  to  bear  in  every  direction  in  making  the  plans.  The  number  of  tracks  and  plat- 
forms to  be  spanned  determine  to  a  great  extent  the  general  design  to  be  adopted  for  the 
roof.  Where  there  are  only  about  six  tracks  to  cover, — in  other  words,  a  width  of  about  100 
to  120  ft., — a  single  span  is  usually  adopted,  supported  at  the  ends  on  the  side  walls  or  else  on 
columns,  with  roof  projections  on  the  outside.  Where  there  are  additional  tracks  to  cover,  it  is 
customary  to  make  two  or  more  small  spans  adjacent  to  each  other, — in  other  words,  to  build 
a  series  of  symmetrical  roofs  parallel  to  each  other.  Or  the  width  is  divided  into  one  large 
central  span,  flanked  by  two  or  more  smaller  side  spans.  The  next  step  is  the  adoption  of 
one  large  roof  span,  resting  on  the  side  walls,  or  else  supported  on  piers  or  columns  at  the 
ends  and  provided  with  cantilevered  roof  projections  outside  of  the  main  span.  The  con- 
struction in  each  case  can  consist  of  either  flat  straight  roofs  or  else  curvilinear  roofs.  The 
curved  roofs  have  the  decided  advantage  of  presenting  a  more  graceful  appearance,  and  they 
can  be  treated  in  a  more  artistic  manner.  A  roof  design  should,  however,  primarily  impress 
itself  on  the  observer  by  its  simplicity  and  the  perfect  fitness  of  all  its  parts  in  a  structural 
sense,  giving  at  once  the  appearance  of  strength  combined  with  utility.  Where,  in  addition 
to  these  necessarj-  elements,  a  graceful  contour  can  be  obtained,  and  details  are  worked  up 
artistically,  the  design  should  certainl)-  prove  meritorious.  For  large  spans,  arched  construc- 
tions are  almost  universally  used  in  this  country;  and  we  can  point  with  pride  to  the  fact  that 
the  largest  existing  single-span  train-sheds  are  in  this  country, — one  at  the  depot  of  the 
Pennsylvania  Railroad  at  Jersey  City,  N.  J.,  the  width  being  256  ft.  out  to  out  of  truss  and 
252  ft.  8  in.  centre  to  centre  of  end-pins  ;  while  the  other  one  is  at  the  depot  of  the  Philadelphia 
&  Reading  Railroad  at  Philadelphia,  Pa.,  which  is  the  largest  existing  single-span  train-shed, 
jiamely,  262  ft.  3  in.  out  to  out  of  truss,  353  ft.  8  in.  clear  span  inside  measurement,  and  259 
ft.  8  in.  centre  to  centre  of  end-pins.  In  addition,  the  Pennsylvania  Railroad  proposes  to  build 
a  train-shed  in  Philadelphia,  Pa.,  with  a  clear  span  of  294  ft.  The  train-shed  at  St.  Pancras 
Station,  London,  England,  has  a  clear  span  of  only  243  ft. 

The  following  summar}'  data  as  to  the  size  of  different  passenger  train-sheds  in  this 
country  have  been  compiled  from  different  sources  : 


TERMliXAL   PASSENGER   DEPOTS.  357 

1.  Side-stations. — Union  Depot,  Worcester,  Mass.:  length  504  ft.;  width  250  ft.,  in  two 
spans  ;  stone  segmental  arch,  witli  a  clear  span  of  120  ft.  at  each  end  of  the  train-shed. 

Concord  Railroad,  Concord,  N.  H.:  length  yyo  ft.;  width  120  ft. ;  flat  straight  roof,  in 
one  span. 

Atlantic  Coast  Line,  Richmond,  Va. :  length  486  ft. ;  width  jG  ft.  centre  to  centre  of 
columns,  and  92  ft.  including  overhang;  one-span,  straight  flat  roof. 

Union  Depot,  Canal  Street,  Chicago,  111.  :  length  iioo  ft.;  width  100  ft. 

Chicago  &  Northwestern  Railroad,  Milwaukee,  Wis. :  length  440  ft. ;  4  tracks. 

Milwaukee  &  St.  Paul  Railway,  Milwaukee,  Wis.:  length  600  ft.;  width  100  ft. 

Union  Depot,  Indianapolis,  Inch  ;  length  700  ft.  ;  width  180  ft.,  in  2  spans. 

Philadelphia,  Wilmington  &  Baltimore  Railroad  (Pennsylvania  Railroad),  Charles  Street, 
Baltimore,  Md. :  length  250  ft. ;  width  80  ft. ;  one-span,  straight  flat  roof. 

Pennsylvania  Railroad,  Harrisburg,  Pa. :  length  420  ft. ;  width  90  ft. ;  4  tracks  ;  one-span, 
straight  flat  roof. 

New  York,  New  Haven  &  Hartford  Railroad,  New  Haven,  Conn. :  length  400  ft. ;  width 
126  ft.  ;  2  spans,  each  63  ft.  ;  8  tracks. 

2.  Hcad-statio7is. — Baltimore  &  Potomac  Railroad  (Pennsylvania  Railroad),  Washington, 
D.  C.  :  length  510  ft.;  width  130  ft. 

Pennsylvania  Railroad,  Broad  Street,  Philadelphia,  Pa.  :  length  450  ft.  ;  width  170  ft.,  in 
two  spans  ;  eight  tracks. 

New  York,  Lake  Erie  &  Western  Railroad,  Rochester,  N.  Y.  :  length  270  ft.  ;  width  72  ft. 

Louisville  &  Nashville  Railroad,  Louisville,  Ky.  :  length  400  ft.  ;  width  iooft.  ;  five  tracks. 

Union  Depot,  Cincinnati,  O. :  length  700  ft.  ;  ten  tracks. 

Pittsburg,  Cincinnati  &  St.  Louis  Railway,  Cincinnati,  O. :  length  360  ft. ;  width  85  ft.; 
four  tracks  inside,  two  tracks  outside. 

Canadian  Pacific  Rcu'lway,  Montreal,  Can.  :  length  500  ft. 

Wisconsin  Central  Railwa)',  Chicago,  111.  :  length  560  ft.  ;  width  i  19  ft.,  with  overhang 
143  ft.;  six  tracks  inside. 

Chicago  &  Northwestern  Railroad,  Chicago,  III.  :  length  400  ft.  ;  width  125  ft. 

Chicago  &  Western  Indiana  Railroad,  Chicago,  111.  :  length  600  ft. ;  ten  tracks. 

New  York,  Lake  Erie  &  Western  Railroad,  Jersey  City,  N.  J.  :  length  600  ft.  ;  width  140 
ft.,  consisting  of  one  central  span  of  66  ft.,  and  two  side  lean-to  spans  each  of  37  ft. 

Pennsylvania  Railroad,  Jersey  City,  N.  J. :  length  653  ft.;  width  256  ft.  out  to  out  of 
truss  and  252  ft.  8  in.  centre  to  centre  of  pins  ;  one  clear-span  arched  roof;  twelve  tracks. 

Grand  Central  Depot,  Forty-second  Street,  New  York,  N.  Y. :  length  650  ft. ;  width  200 
ft.  ;  one  clear-span  arched  roof. 

Baltimore  &  Ohio  Railroad,  Pittsburg,  Pa.  :  length  400  ft.  ;  width  84  ft. 

Central  Railroad  of  New  Jersey,  Jersey  City,  N.  J.  :  length  520  ft.  ;  width  216  ft.,  consist- 
ing of  one  central  span  of  143  ft.,  and  two  side  lean-to  spans  each  of  36  ft.  6  in.  ;  twelve  tracks. 

Illinois  Central  Railroad,  New  Orleans,  La.  :  proposed  train-shed,  width  148  ft.,  divided 
into  three  arched  spans  and  two  cantilevered  side  roof  projections. 

Illinois  Central  Railroad,  Chicago,  Ill._^:  proposed  train-shed,  width  180  ft.,  one  central 
arched  span  of  108  ft.,  with  cantilevered  side  roof  projections. 


3S8  BUILDINGS   AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

Union  Depot,  St.  Paul,  Minn.  :  length  640  ft. ;  width  165  ft.  ;  clear-span  truss  roof,  supported 
on  columns  with  roof  projections;  total  width  covered  189  ft. 

Philadelphia  &  Reading  Railroad,  Philadelphia,  Pa.  :  length  559  ft.  ;  width  266  ft.  6  in. 
over  all,  and  262  ft.  3  in.  back  to  back  of  chords;  one  clear-span  arched  roof ;  span  in  clear  at 
level  of  tracks  253  ft.  8  in.  and  centre  to  centre  of  end-pins  259  ft.  8  in.  ;  height  of  ridge  above 
tracks,  95  ft.  6  in.  from  top  of  rail  to  top  of  ridge  skylight,  and  88  ft.  3-^"^^  in.  centre  to  centre 
of  pins  vertically  ;  thirteen  tracks. 

Proposed  Union  Depot,  Buffalo,  N.  Y.,  design  by  Mr.  C.  W.  Buchholz  :  arched  roof,  one 
clear  span  of  280  ft. 

Proposed  Terminal  Passenger  Depot,  Chicago  Elevated  Railway,  Chicago,  111.:  arched 
roof,  one  clear  span  of  289  ft. 

Proposed  Union  Depot,  St.  Louis,  Mo. :  length  700  ft. ;  width  601  ft. ;  five  spans — one  span 
of  141  ft.  3A  in.,  two  spans  each  of  139  ft.  2\  in.,  and  two  spans  each  of  90  ft.  8  in.  ;  thirty  tracks. 

Proposed  Extension  Terminal  Passenger  Depot,  Pennsylvania  Railroad,  Philadelphia, 
Pa. :  length  707  ft. ;  width  306  ft.  9^  in.  over  all  ;  one  clear-span  arched  roof;  span  in  clear 
294  ft.  ;  height  of  ridge  140  ft. ;  height  in  clear  104  ft.  6  in.  ;  si.xteen  tracks. 

After  above  general  remarks  on  the  subject  of  terminal  passenger  depots  and  train-sheds, 
the  following  descriptions  and  illustrations,  as  also  references  to  published  descriptions  and 
illustrations,  of  terminal  passenger  depots  and  train-sheds  in  use,  or  designed  for  use,  on  rail- 
roads in  this  country  will  prove  interesting. 

Union  Passenger  Depot,  Hartford,  Conn. — The  Union  Depot  at  Hartford,  Conn.,  is  a  large  ter- 
minal side-station,  plans  for  which  were  i)ublished  in  the  issue  of  the  Railway  Review  of  June  2,  1888, 
and  it  is  described  as  follows  in  the  publication  mentioned  : 

The  site  for  the  depot  is  peculiar,  the  lot  being  long  and  narrow,  and  the  tracks  coming  in  on  an  eleva- 
tion. The  station  is  480  ft.  long.  The  trains  of  the  New  York,  New  Haven  &  Hartford  and  New  York  & 
New  England  roads  come  in  upon  an  elevated  structure,  the  tracks  being  about  12  ft.  aliove  the  level  of  the 
floor  of  the  waiting-room.  They  are  approached  by  broad  staircases  14  ft.  wide,  both  inside  the  waiting- 
room  and  in  the  platform  between  the  tracks.  Five  ways  are  provided,  through  which  the  passengers  may 
reach  the  staircases  to  the  platform  between  the  tracks.     These  stairs  are  used  to  avoid  crossing  the  tracks. 

The  main  feature  of  the  building  is  the  great  central  waiting-room,  two  stories  high,  175  ft.  x  60  ft.  in 
size.  This  waiting-room  has  three  large,  double  entrances,  opening  directly  into  the  street,  and  is  also 
reached  by  a  corridor  16  ft.  broad  leading  from  Asylum  Street.  This  room  is  handsomely  finished  and  has 
broad  unenclosed  stairways  on  its  west  side.  Two  ticket-offices,  one  for  each  railroad,  are  placed  on 
each  side  of  the  main  entrance. 

The  wing  next  Asylum  Street,  40  ft.  wide  and  136  ft.  long,  contains  in  the  first  story  a  restaurant  and 
lunch-room  which  adjoin  the  corridor  leading  to  the  general  waiting-room.  The  men's  toilet  and  the  news 
room  are  also  in  this  wing.  The  wing  on  the  other  side  toward  Church  Street,  40  ft.  wide  and  161  ft.  long, 
contains  in  the  first  story  the  rooms  for  the  baggage  and  express,  which  are,  respectively,  66  x  36  and  56  x  36. 
Ample  exits  on  both  sides  are  provided  for  easily  handling  the  baggage  and  express  matter.  Women's 
retiring-room  and  toilet  are  placed  in  this  wing,  adjoining  the  general  waiting-room. 

In  the  second  story,  which  is  on  a  level  with  the  railroad  track,  the  central  portion  is  occupied  by  the 
general  waiting-room,  which,  as  has  been  said,  extends  up  through  two  stories.  The  stairs  from  the  lower 
story  lead  to  a  large  landing  14  ft.  wide  and  60  ft.  long.  From  this  landing  three  double  entrances  lead  out 
on  to  the  platform. 

In  the  wing  next  Asylum  Street  there  is  another  waiting-room,  36  ft.  x  28  ft.,  for  the  accommodation 
of  passengers  wlio  come  in  on  one  train  and  go  out  on  another  without  having  occasion  to  leave  the  station. 
Ample  toilet-rooms  for  men  and  women  are  provided  for  this  waiting-room,  also  a  ticket  and  telegraph 
office.  Adjoining  the  waiting-room  is  a  lunchroom,  and  back  of  the  lunch-room  is  the  kitchen,  with 
serving-room,  pantries,  etc.     Dumb-waiters  and  stairs  connect  the  kitchen  with  the  restaurant  and  lunch- 


TERMINAL   PASSENGER  DEPOTS.  359 

room  in  the  lower  story.  A  large  reception-room  28  x  36  is  placed  on  the  opposite  side  of  the  wailing- 
rooni.  This  room  is  intended  to  be  used  as  a  meeting-room  for  the  officers  of  the  different  roads,  and  as  a 
place  where  any  prominent  visitor  may  be  suitably  received. 

From  a  lobby  opening  with  arches  into  the  upper  part  of  the  general  waiting-room  a  staircase  leads  to 
the  story  above  the  waiting-room,  which  is  intended  to  be  used  for  offices. 

In  the  wing  next  Church  Street  are  placed  four  offices  for  the  use  of  the  New  York  &  New  England 
Railroad  Company,  with  separate  staircase  leading  to  the  street  and  entrance  on  to  the  tracks.  Beyond  the 
office  of  the  New  York  &  New  England  road  is  a  room  for  the  accommodation  of  the  trainmen,  12 J  ft.  x 
36  ft.  Beyond  this  room  are  the  rooms  for  the  baggage  and  express  on  the  track  level,  each  26  x  36. 
Tliese  rooms  connect  by  large  hydraulic  lifts  with  the  large  baggage-room  and  express-room  below.  The 
lifts  aie  of  sufficient  size  to  accommodate  a  truck  loaded  with  baggage.  The  baggage-master  and  express- 
agent  have  private  offices  in  the  rooms  on  the  track  level.  Next  to  the  express-room  are  the  supply  and 
lamp  rooms.  A  room  in  the  extreme  end  of  the  wing  is  to  be  used  as  a  construction-room,  16  x  36,  where 
sutficient  implements  are  kept  to  make  slight  repairs  when  cars  are  injured. 

There  is  an  elevator  adjoining  the  general  waiting-room  which  is  intended  only  for  the  use  of  invalids 
or  for  people  so  crippled  as  to  be  unable  to  walk  up-stairs. 

In  the  basement  under  the  baggage  and  express  room  is  placed  the  heating  apparatus.  From  this  cellar 
tunnels  extend  over  all  parts  of  the  building  in  which  the  steam  and  water  pipes  are  to  be  placed.  Under 
the  restaurant  is  a  vegetable-cellar  and  a  coal-cellar. 

In  front  of  both  the  wings  on  Union  Place  are  projecting  sheds  with  glass  roofs  under  which  carriages 
will  drive  up. 

As  to  the  material  of  the  building,  the  exterior  walls  are  a  reddish  granite  with  red-sandstone  trimmings. 
The  roof  is  covered  with  slate. 

The  interior  woodwork  will  all  be  of  quartered  oak.  The  floor  of  the  general  waiting-room,  corridors, 
restaurant,  etc.,  will  be  of  granolithic  pavement.  The  walls  and  floors  of  the  lavatories  will  all  be  of 
marble.  The  floors  of  the  baggage  and  express  offices  will  be  of  rock  asphalt.  All  the  wood  wainscoting 
rests  upon  a  stone  plinth  which  rests  on  top  of  the  floor,  so  that  all  the  rooms  can  be  easily  washed  without 
injuring  any  portion  of  the  woodwork.  Everything  is  made  as  durable  as  possible.  Great  care  has  been 
taken  to  provide  ample  ventilation  for  all  parts  of  the  building.  The  station  was  designed  by  Shepley, 
Rutan  &  Coolidge,  Brookline,  Mass. 

Union  Passenirer  Depot  at  Springfic/J,  Mass. — The  Union  Depot  at  Springfield,  Mass.,  plans  of 
which  were  published  in  the  Pailroad  Gazette  of  March  14,  1S90,  reproduced  by  permission  in  Figs. 
622  and  623,  is  a  large  terminal  side-station,  with  the  peculiarity  and  distinguishing  feature  that  there 
are  two  distinct  depot  buildings,  practically  of  the  same  size,  one  on  each  side  of  the  railroad;  in 
other  words,  this  plan  i)resents  one  of  the  best-known  examples  of  terminal  twin  depots  in  this 
country.     The  depot  is  described,  in  the  publication  mentioned,  as  follows  : 

There  are  two  buildings,  one  on  each  side  of  the  tracks.  Each  is  275  ft.  long  and  from  54  to  70  ft.  wide. 
There  are  four  tracks  between  the  buildings.  Between  the  two  middle  tracks  is  a  covered  platform,  34  ft. 
wide  and  about  850  ft.  long,  which,  with  the  station  platforms,  gives  convenient  access  to  trains  on  all  the 
tracks. 

The  Connecticut  River  Railroad  is  to  occupy  tlie  north  or  Liberty  Street  building,  and  the  New  York, 
New  Haven  &  Hartford  the  south  or  Lyman  Street  building,  while  the  Boston  &  Albany  will  occupy  both 
buildings,  the  north  building  for  west-bound  and  the  south  building  for  east-bound  business.  The  latter 
building  will  also  be  used  for  passengers  arriving  or  departing  l?y  the  New  York  &  New  England  Railroad, 
whose  line  enters  this  yard  from  the  east.  Besides  the  four  main  tracks  just  mentioned,  there  are  spur 
tracks  at  the  ends  of  the  buildings  for  the  Connecticut  River,  New  York,  New  Haven  &  Hartford,  and  New 
York  &  New  England  local  trains. 

The  buildings  are  constructed  of  red  granite,  from  the  quarries  of  Norcross  Brothers  at  Milford,  Mass., 
with  trimmings  of  brown  sandstone,  the  chief  portions  of  which  are  richly  carved.  The  walls  of  each  station 
arc  built  in  regular  courses  of  squared  stones  with  a  smooth  quarry  face.  In  the  general  waiting-room, 
which  is  the  principal  apartment  of  each  building,  these  are  carried  up  to  a  greater  height  than  for  the 
adjoining  rooms,  and  effectually  break  the  monotony  which  would  otherwise  exist  in  a  building  so  long  and 
narrow  as  this.  The  Lyman  Street  building  especially  has  an  imposing  appearance,  being  surmounted  by  a 
large  tower  about  70  ft.  square  and  80  to  100  ft.  high,  the  interior  of  which  is  open  from  the  floor  to  the 
springing-line  of  the  rafters.  The  station  platf(jrms  on  the  side  next  the  tracks  are  24  ft.  wide,  and  the  roof 
is  supported  by  yellow-pine  posts  about  25  ft.  apart,  with  curved  braces  at  the  top.     The  ceiling  of  the  plat- 


36o  BUILDINGS   AND    STRT'Cir'h'HS   OF   AMERICAN    RAILROADS. 

form  roof  is  covered  willi  light  yellow  pine  slieatliiiig.  finislied  in  tlie  natural  color  of  tlie  wood.  On  what 
may  be  called  the  back  side  of  each  building',  the  roof  projects  about  7  ft.,  and  is  finished  with  the  same 
general  appearance  as  on  the  platforms. 

The  two  main  buildings  are  alil<e  in  the  interior  arrangement  and  <julward  ajipearance  of  many  of  the 
rooms,  as  well  as  in  the  details  of  construction  ;  but  there  are  important  differences  wl]icli  will  be  noted  later 
on.  Beginning  at  the  west  end  of  each  building,  there  is  first  a  large  baggage-room,  supplied  with  all  con- 
veniences, including  large  platform-scales.  Next  is  a  waiting-room  for  women  only,  out  of  which  opens  a 
women's  lavatory,  supplied  with  all  modern  conveniences  and  the  latest  improvements  in  plumbing.  These 
toilet-rooms  do  not  occupy  the  whole  width  of  the  building,  the  remainder  being  taken  up  by  a  conductor's 
room  in  the  north-side  building,  and  the  office  of  the  station-agent  in  the  soutli-side  building.  These  are 
between  the  women's  waiting-room  and  the  baggage-room. 

The  ceiling  of  the  women's  waiting-room  is  supported  by  two  timber  trusses.  The  spaces  between  the 
rafters,  as  well  as  the  walls,  are  ceiled  with  quartered  oak.  The  same  kind  of  finish  is  used  in  all  the  other 
rooms  in  both  buildings,  except  the  baggage  and  express  rooms,  the  walls  of  which  are  of  face  brick,  and  the 
kitchen,  where  the  walls  and  ceiling  are  of  yellow  pine  of  the  same  quality  as  for  the  ceilings  of  the  plat- 
forms. There  is  no  paint  or  plastering  in  either  building.  There  are  groups  of  windows  on  either  side  of 
the  women's  waiting-room,  at  the  top  of  the  room  as  well  as  at  the  usual  height.  These  can  be  opened 
when  necessary  for  ventilation.     Doors  open  from  this  room  to  the  platform. 

Next  to  the  women's  waiting-room  is  the  general  waiting-room.  That  in  the  Liberty  Street  building  is 
built  with  a  pitch  roof,  the  apex  of  which  is  about  50  ft.  above  the  floor.  This  has  the  appearance  of  being 
supported  by  four  large  semicircular  arches  of  timber,  the  springing-line  of  which  is  from  the  top  of  large 
brackets  about  16  ft.  from  the  floor.  The  thrust  of  these  is  sustained  by  ornamental  iron  rods  which  span 
the  arch  at  the  springing-line.  Windows  open  at  each  side  both  at  the  usual  level  and  in  the  top  of  the 
room.  Between  this  room  and  the  women's  room  just  described,  on  one  side  of  the  open  space  in  the 
centre,  is  found  a  parcel-room  and  on  the  other  a  telegraph-office,  with  very  wide  windows  for  receiving 
packages  and  messages. 

In  the  centre  of  the  general  waiting-room,  on  the  side  next  the  track,  is  the  ticket-office,  and  directly  in 
front  of  it  in  the  roof  which  covers  the  platform  is  a  large  skylight.  This  relieves  the  ticket-sellers  from 
the  oppressive  darkness  characteristic  of  this  location  in  most  large  railroad  stations.  The  general  waiting- 
room  of  the  Lyman  Street  building  is  70  x  71  ft.,  and  is  surmounted  by  a  square  tower  supported  on  brick 
piers,  about  6  ft.  square,  incased  in  oak  sheathing.  Between  these  piers  are  large  arched  openings  connect- 
ing with  the  women's  room  on  the  one  side  and  the  restaurant  on  the  other.  On  the  other  sides  of  this 
room  are  a  series  of  doors  which  lead  to  trains  on  one  side  and  on  the  other  to  a  parte  cocliere  where 
carriages  may  be  taken,  and  from  which  there  are  also  flights  of  steps  leading  to  Lyman  Street.  A  broad 
driveway  from  the  parte  cachere  runs  east  and  west  by  an  easy  descent  to  Lyman  Street.  The  general 
waiting-room  is  covered  by  a  flat  ceiling  50  ft.  above  the  floor,  which  is  set  with  deep  panels  of  very  rich 
design.  These  are  288  in  number,  and  between  them  the  beams  are  cased  with  handsome  mouldings.  Just 
below  the  ceiling  is  a  row  of  narrow  windows  on  the  four  sides  of  the  room,  which  make  it  amply  light. 
From  the  east  side  of  the  waiting-room  arched  openings  afford  communication  with  the  restaurant.  The 
fittings  01  this  room  are  of  cherry.  Folding-seats  are  arranged  around  the  counter,  which  is  recurved  to 
give  a  greater  length,  and  there  is  a  generous  number  of  tables.  From  the  restaurant  folding-doors  give 
access  to  the  serving-room,  furnished  with  steam-tables,  and  in  the  Liberty  Street  building  stairs  lead  to  large 
store-rooms  in  the  basement,  and  to  the  kitchen  above,  where  all  tlie  cooking  for  both  restaurants  is  done. 
''This  kitchen  is  a  model  of  its  kind. 

A  dumb-waiter  and  elevator  (which  is  operated  by  hydraulic  power)  connects  the  kitchen  with  the 
serving-room  and  with  store-rooms  in  the  basement.  Beyond  the  restaurant  in  each  building,  but  entirely 
cut  off  from  all  the  other  rooms,  is  the  smoking-room,  out  of  which  opens  the  men's  lavatory.  All  the 
toilet-rooms  are  wainscoted  with  Tennessee  marble — 6  ft.  high  around  the  whole  room.  Slabs  of  the  same 
material  are  provided  for  the  set  wash-bowls.  Washout  closets  are  used  throughout.  At  the  extreme 
easterly  end  of  each  building  is  an  express-office,  which  is  finished  like  the  baggage-room  with  face-brick 
walls  and  doors,  which  slide  from  the  bottom,  on  the  side  next  the  tracks  and  also  next  the  driveway.  Out- 
side the  baggage-room  at  the  westerly  end  of  each  building  is  a  covered  enclosure  for  the  storage  of  trucks, 
ladders,  and  other  articles.  A  subway  with  broad  steps  leading  to  all  the  pUnfornis  connects  the  two  build- 
ings beneath  the  tracks,  and  from  either  end  of  this  a  paved  walk  leads  westward  to  Main  Street.  From  the 
northerly  side  of  the  Liberty  Street  building  a  broad  carriage-drive  and  sidewalk  leads  to  Liberty  Street,  and 
there  is  also  a  flight  of  steps  at  the  northeast  corner  of  the  yard  for  foot-passengers  to  descend  to  Liberty 
Street. 

It  was  determined  to  heat  these  buildings  by  steam,  partly  by  direct  and  partly  by  indirect  radiation.  A 
considerable  plant  was  therefore  necessary.     The  boilers  arc  located  in  a  building  at  the  easterly  end  of  the 


TER.]r/NAl.    rASSENGER   DEPOTS. 


361 


car-shops,  about  1300  ft.  (west)  from  the  centre  of  the  new  station.  Four  Hennessey  boilers  of  75  horse- 
power each  are  set  side  by  side  in  brickwork  in  the  basement  of  the  shop,  and  connected  with  an  iron 
smoke-stack  4  ft.  in  diameter  and  80  ft.  high.  Tlie  boilers  are  all  connected  with  a  steam-drum  ruiininglhc 
whole  length  and  a  little  in  front.  Independent  valves  allow  each  boiler  to  be  connected  or  disconnected 
from  the  steam-drum  at  pleasure,  so  that  any  one  or  more  of  the  boilers  can  be  used  without  the  others, 
•.vhcnever  desired  at  a  moment's  notice.  From  tlie  steam-drum  a  6-in.  pipe  runs  underground  to  the  cellar 
of  the  Liberty  Street  building.  This  is  supported  on  iron  rods  in  a  brick  chamber.  There  are  manholes  in 
this  chamber,  and  slip  joints  in  the  pipe,  every  200  ft.  Between  these  the  pipe  is  covered  with  a  thick 
coating  of  abestos  cement.     Two  smaller  pipes  in  the  same  chamber  return  the  water  of  condensation  by 


Fig.  622.— Perspective. 


PLATFORM 


Fig.  623. — Ground-plan  of  Main  Floor,  Lyman  Street  Building. 


gravity  to  a  hot-well,  from  which  it  is  pumped  to  the  boilers  by  two  Worthington  feed-pumps.  The 
main  valves,  regulators,  steam-traps,  and  pressure-gauges  on  each  side  of  the  main  valve  are  located  in  the 
basement  of  the  Liberty  Street  budding,  where  the  distribution  begins.  This  can  be  regulated  at  will  by 
means  of  valves,  one  for  each  branch.  For  indirect  radiation  there  are  also  valves  for  each  coil,  which  is 
located  just  below  the  floor  of  the  room  to  be  heated,  and  over  which  is  a  register.  The  coils  are  surrounded 
by  a  cold-air  box  leading  from  the  outside  of  the  building,  with  a  slide  to  regulate  the  supply.  A  6-in.  branch 
from  the  main  steam-pipe  runs  under  the  tracks  to  the  basement  of  the  Lyman  Street  building,  where  the 
steam  is  distributed  in  a  similar  manner.  The  main  pipe,  reduced  to  4  in.  in  diameter,  continues  about  one 
quarter  of  a  mile  farther  east,  where  several  connections  furnish  steam  for  heating  the  freight-offices  and 
about  twenty-five  passenger-cars  which  stay  over  night  at  Springfield. 

Only  three  boilers  would  have  been  needed  to  heat  the  buildings  ;  the   fourth  was  added   to  furnish 
steam  for  an   electric-lighting  phint.     Preliminary  estimates  showed   that   these   buildings  could    be   more 


362  BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS, 

cheaply  liglued  by  cleciricily  than  by  gas,  and  that  probably  a  considerable  saving  in  the  expense  of  Hghlin.L; 
might  be  made  if  an  additional  boiler,  and  engines  and  dynamos  for  an  insulated  plant,  were  purchased. 
This  was  accordingly  done. 

Plans  and  specifications  were  prepared  by  the  electrical  engineer  of  the  road.  It  was  determined  to  use 
the  Westinghouse  compound  engine,  and,  to  provide  as  fully  as  possible  against  a  breakdown  which  would 
extinguish  the  lights,  it  was  decided  to  put  in  two  engines,  each  of  which  should  be  of  sufficient  capacity  to 
run  the  entire  plant,  and  two  dynamos,  each  capable  of  running  two  thirds  of  all  the  lights,  or  three  dynamos, 
each  capable  of  doing  one  ha/flhe.  entire  lighting,  as  might  be  deemed  best.  Contractors  were  allowed  to  make 
their  estimates  on  the  basis  of  either  of  these  plans.  The  arrangement  of  switches  should  be  such  that  any 
of  the  lights  could  be  run  from  either  dynamo  up  to  its  full  capacity,  and  the  lighting  could  be  transferred 
from  one  dynamo  to  another  without  extinction  of  the  lights;  that  any  dynamo  could  be  started  or  stopped 
independently  of  the  others,  and  finally  the  whole  load  could  be  transferred  at  any  time  from  one  engine  to 
the  other  without  delay  or  stopping  either  engine  or  any  dynamo. 

Several  methods  of  doing  this  were  proposed.  In  the  one  selected,  the  two  engines  are  placed  end  to 
end  in  line  with  each  other,  with  a  shaft  4  in.  in  diameter  and  17  ft.  long  between  them,  having  a  friction 
cut-off  at  each  end,  by  which  either  engine  may  be  attached  or  disconnected  from  the  shaft  at  will.  Either 
of  the  engines  is  of  sufficient  power  to  run  the  whole  plant,  and  ordinarily  only  one  is  used  ;  but  should  it  be 
desirable  at  any  time  to  change  engines  while  running,  the  idle  one  is  started,  and  when  it  has  acquired  its 
normal  speed  the  friction  coupling  which  unites  it  to  the  shaft  is  thrown  in  ;  the  other  one  is  thrown  out 
directly  after,  and  the  engine,  thus  set  free,  is  stopped  at  convenience.  The  governors  were  carefully  set  at 
the  factory,  and  there  is  a  dilTerence  of  only  about  one  revolution  in  the  speed  of  the  shaft,  whether  one  or 
both  engines  are  running.  Two  500-liglit  Edison  dynamos  are  belted  to  this  shaft  with  double  rawhide 
belts,  and  run  at  a  speed  of  1200  revolutions  per  minute.  (The  main  shaft  runs  320,  and  the  pulleys  are  53 
in.  and  14  in.,  respectively.)  A  Brush  dynamo  for  16  lights  is  also  run  from  the  same  shaft.  Arc  lights 
are  used  for  lighting  the  driveways  and  approaches  to  the  stations,  and  three  roundhouses  for  locomotives. 

Overhead  wires  lead  from  the  dynamo-room  to  the  basement  of  the  Liberty  Street  building,  where  the 
distribution  begins.  The  incandescent  lamps  vary  from  16  C.  P.  to  50  C.  P.  The  total  number  in  use  will 
be  about  550,  equivalent  to  about  700  of  16  C.  P.  Those  in  each  room  are  turned  on  and  off  all  at  once,  or 
in  groups,  by  one  or  more  switches,  and  those  on  the  platforms  in  sections.  Branches  from  the  main  wires 
go  to  the  basement  of  the  Lyman  Street  building,  and  to  a  set  of  mains  for  the  lights  in  that  building.  The 
engines  and  dynamos  are  located  on  the  floor  of  the  shop,  directly  over  the  boilers.  A6-in.  branch  from  the 
steam-drum  conveys  steam  to  the  engines.  The  exhaust-pipe  from  the  engines  runs  to  a  feed-water  heater, 
and  afterwards  to  the  open  air.  Valves  permit  the  heater  to  be  shut  ofT  when  desired,  and  the  exhaust-steam 
then  goes  directly  into  the  air. 

The  furnaces  under  the  boilers  are  fitted  to  burn  coal,  should  occasion  require  ;  but  the  fuel  regularly 
used  is  oil.  Along  the  front  of  the  boilers  run  two  pipes,  one  of  which  carries  oil  and  the  other  compressed 
air.  Three  openings  in  the  front  of  each  boiler-setting  admit  a  jet  or  nozzle,  connected  to  both  pipes.  A 
valve  in  each  pipe  regulates  the  amount  of  air  and  oil.  The  oil  is  forced  through  a  small  orifice  in  a  fine 
spray,  and  burns  with  a  brilliant  and  very  hot  flame.  To  get  up  steam  (starting  with  the  boilers  cold),  a  fire 
of  wood  is  made  under  one  boiler  until  the  steam-pressure  in  that  boiler  has  reached  20  lbs.  The  air-pump 
is  then  started  and  the  oil  turned  on,  the  fires  under  the  other  boilers  being  lighted  by  a  torch,  or  in  any 
other  convenient  manner.  The  oil  is  supplied  by  a  pump  from  two  tanks  of  a  capacity  of  6000  gals,  each, 
located  imderground  some  distance  from  the  building.  As  tlic  level  of  the  oil  is  below  that  of  the  furnaces, 
the  breaking  of  a  pipe  or  valve  can  never  flood  the  fires  with  oil.  and  cause  a  conflagration,  as  has  happened 
several  times  in  electric-light  stations  using  oil  for  fuel  where  the  supply  from  the  tanks  was  kept  up  by 
gravity. 

The  oil  and  air  pumps  are  automatic  in  their  action,  and  maintain  a  constant  piessure.  The  apparatus 
is  easily  managed,  and  works  with  practical  perfection. 

Only  about  220  of  tlie  incandescent  lamps  are  as  yet  in  use,  and  for  this  number  the  consumption  of  oil 
is  almost  exactly  i  gal.  per  16  C.  P.  lamp  for  loi  hours  (215  to  225  gals,  per  day),  making  2^  cents  per  lamp 
per  day. 

The  construction  of  the  new  station  was  begun  [une  21,  1888,  and  the  Liberty  Street  building  was  occu- 
pied July  7,  1889.  The  Lyman  Street  building  will  not  be  used  until  the  completion  of  the  bridge  and  the 
change  in  grade  of  the  tracks.     The  electric  lighting  was  put  in  service  August  8,  1889. 

The  architects  for  the  station  and  bridge  are  Shepley,  Rutan  &  Coolidge,  of  Boston. 

The  plans  and  a  full  description  of  a  depot  at  this  same  point,  as  proposed  by  the  Boston  & 
Albany  Railroad,  in  1S87,  were  published  in  the  issue  of  the  Railway  Review  of  April  16,  1887.     The 


TERMINAL   PASSENGER  DEPOTS.  363 

final  design  described  above,  as  adopted,  shows  two  distinct  buildings  or  twin  depots,  one  on  each 
side  of  the  track.  'I'lie  projiosal  of  1887  was  for  a  single  main  side-depot  with  a  large  train-shed 
spanning  the  tracks.  While  this  jiroposed  design  was  not  adopted,  it  has  a  number  of  good  features 
which  niiglit  prove  of  value  at  points  wiiere  local  rci[uirements  call  for  the  usual  style  of  construction 
for  a  terminal  side-station. 

Union  Passenger  Depot  at  Worcester,  Mass. — The  Union  Depot  at  Worcester,  Mass.,  designed 
by  Messrs.  Ware  &  Van  Brunt,  architects,  Boston,  Mass.,  plans  for  which  were  published  in  the  issue 
of  the  Railroad  Gazette  of  December  18,  1875,  is  a  large  terminal  station,  combining  some  of  the 
features  of  a  side-station,  but  also  of  a  head-station.  It  is  one  of  the  best-known  structures  of  the 
kind  in  this  country,  owing  to  its  original  design  and  bold  methods  of  construction,  the  entrance  to 
the  train-shed  being  spanned  by  a  stone  segmental  arch  with  an  opening  of  nearly  120  ft.  in  width. 
The  building  is  described  as  follows,  in  the  publication  mentioned  : 

At  the  west  end  of  tl]e  north  section  there  is  a  projection  built  on  a  semicircle.  It  is  generally  called 
the  round  part,  and  is  two  stories  high,  with  a  nearly  flat  roof  covered  with  tin.  In  the  centre  of  the  front 
is  the  main  passenger  entrance  to  the  building.  About  15  ft.  from  this  entrance,  and  directly  in  front  is  a 
granite  archway  supported  by  double  columns  of  granite.  This  is  connected  with  the  round  part  by  a 
trussed  roof,  making  three  archways.  The  two  at  the  sides  are  to  be  used  as  a  driveway,  thus  enabling 
passengers  to  arrive  and  depart  at  all  times  without  being  exposed  to  the  weather.  On  the  outside  of  the 
round  part  a  stationary  awning  has  been  built,  which  will  cover  a  walk  to  ft.  wide,  which  is  to  be  built  under 
it.  At  the  northwest  corner  of  the  building  is  a  stone  tower,  the  cap-stone  of  which  is  159^  feet  from  the 
ground.  Above  this  rises  a  wooden  extension  covered  with  slate,  40  ft.  in  height,  and  surmounted  with  a 
rod  and  vane  of  13  ft.,  making  the  total  heiglit  212J  ft.  Near  the  top  of  the  stone-work  of  the  tower  a  large 
clock-room  has  been  built. 

The  roofs  of  tlie  two  sections  are  each  supported  by  eight  heavy  double  trusses,  one  end  resting  on 
the  walls  of  the  building,  the  other  on  the  girders  running  over  the  heavy  iron  pillars  placed  through  the 
centre  of  the  building.  These  two  roofs  are  covered  with  slate,  except  a  part  of  the  two  sides  where  they 
join  in  the  centre  of  the  building.  Over  this  part  of  the  roof  there  has  been  built  a  second  roof  wliich 
begins  at  tlie  east  and  west  ends  of  the  building  where  it  is  about  3  ft.  wide,  and  ascends  with  a  gentle  slope 
to  the  centre  of  the  building,  where  it  is  about  one  third  of  the  width  of  the  building  covered  by  the  two 
roofs.  This  roof  is  made  of  concrete,  and  is  built  to  catch  the  snow  from  the  inner  slopes  of  the  two  roofs, 
which  would  but  for  this  slide  down  to  the  bottom  of  the  pitch.  The  two  roofs  are  surmounted  with  venti- 
lators running  the  entire  length  of  each.  On  the  top  of  each  is  an  ornamental  iron  railing,  while  over  the 
top  of  each  arch  is  a  large  vane.  The  roofs  of  the  ventilators  are  covered  with  7200  panes  of  glass,  12  x  34 
in.  in  size,  set  in  360  sashes. 

With  the  exception  of  a  small  corner  in  the  west  end  of  the  north  section  of  the  building,  and  adjoin- 
ing the  round  part,  the  entire  area  covered  is  to  be  used  as  a  train-house  for  the  five  roads  which  are  to 
concentrate  there.  In  the  centre  and  at  ihe  west  end  underground  passage  ways  have  been  built.  By 
descending  into  them  the  cars  of  any  train  can  be  taken  without  crossing  the  tracks.  In  the  north 
section  of  the  train-house  the  tracks  are  arranged  in  the  following  manner:  First  on  the  north  side  is 
the  Boston,  Barre  cSi  Gardner  Railroad.  Inside  runs  the  Worcester  &  Nashua  Railroad.  These  two  roads 
enter  the  train-house  through  arches  on  the  north  side,  and  occupy  the  easterly  end  of  the  north  section, 
the  west  end  being  used  for  the  waiting  rooms.  The  tracks  of  the  other  roads  are  m  the  south  section  of 
the  train-house,  and  run  through  the  house  and  under  the  arches  at  the  east  and  west  ends  of  this  section. 
The  first  tracks  on  the  outside  are  the  Providence  &  Worcester  Railroad,  the  next  are  for  the  Norwich  & 
Worcester  Railroad,  and  the  mside  for  the  Boston  it  Albany  Railroad.  The  road-bed  of  each  track  is  to 
be  filled  in  with  coal  cinders,  while  between  each  an  asphaltum  pavement  is  being  laid. 

The  waiting-rooms  and  business  offices  of  the  roads  are  located  in  the  round  part  and  a  small 
portion  of  the  west  end  of  the  north  section  of  the  building.  The  principal  entrance  to  the  business  por- 
tion (if  the  building  is  at  the  entrance  on  Washington  Square  and  under  tlie  driveway.  The  large  double 
doors  open  into  a  large,  high  passnge-way  of  about  100  ft.  in  length.  It  runs  through  the  business  portion, 
and  opens  at  the  east  end  into  the  train-hou.se  near  the  Nashua  tracks.  That  part  of  this  passage-way 
which  is  in  the  round  part  is  finished  to  the  roof,  the  heavy  wooden  trusses  which  support  the  roof  being 
exposed  to  view.  Under  each  truss  is  an  arch  which  springs  from  the  ceilings  of  the  rooms  below.  The 
sides  of  the  west  half  of  the  second  story  are  finished  with  windows  similar  to  the  rooms  below,  while  the 
east  half  is  left  open,  forming  a  large  entry-way  on  each  side,  which  is  protected  by  a  heavy  rail  and  balus- 


364 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


trade.  At  the  east  end  of  the  east  half  is  a  bridge  over  the  passage-way.  connecting  the  two  sides.  The 
ceihng  is  finished  in  Norway  hard  pine,  finished  in  oil  and  shellac. 

That  portion  of  this  passage-way  which  is  covered  by  the  train-house  roof  is  finished  in  the  same  way 
as  the  part  just  described,  except  that  it  is  not  carried  up  to  the  roof,  but  is  built  in  the  form  of  a  semicircu- 
lar archway.  It  is  divided  into  ten  sections.  The  arch  springs  from  the  ceiling  of  the  rooms  on  the  first 
floor,  and  is  sheathed  with  hard  pine,  except  near  the  top,  where  a  space  of  about  12  ft.  wide  is  covered  with 
20  sashes,  each  of  which  contains  12  panes  of  glass,  21  x  28  inches  in  size. 

The  finish  of  the  passage-way,  the  two  waiting-rooms,  and  the  refreshment-room,  as  well  as  the  style  of 
architecture  of  the  outside  of  tlie  same  in  the  train-house,  is  substantially  alike.  It  is  a  wainscot  base  and 
Corinthian  columns,  with  heavy  capitals  and  cornice,  the  wood  being  brown  ash  finished  in  its  natural 
colors.  The  walls  in  these  rooms  are  delicately  tinted.  In  the  baggage-room  the  walls  are  sheathed  in 
hard  pine  for  about  7  ft.  from  the  floor.  This  room  has  an  entrance  from  the  central  passage-way  from  the 
train-house,  and  from  the  outside  near  the  west  archway. 

The  seats  in  the  waiting-rooms  present  a  unique  appearance.  They  run  almost  entirely  around  the 
sides  of  the  room,  and  are  fastened  to  the  walls  and  floor,  while  once  in  about  ten  or  twelve  feet  there  is  a 
double  seat  projection  fi^om  the  side,  which  runs  out  into  the  room  about  ten  feet.  Rows  of  seats  have  aJso 
been  placed  in  the  centre  of  the  room.  The  ends  of  these  rows  are  designed  to  represent  Corinthian 
columns,  and  remind  one  of  the  ends  of  the  pews  in  some  of  the  Episcopal  churches  or  a  cathedral.  This 
style  is  quite  common  in  English  railway  stations.  The  seats  are  similar  to  those  in  some  of  tlie  modem 
horse-cars,  and  consist  of  alternate  strips  of  black-walnut  and  ash.  In  the  ladies'  waiting-room  tliere  are  273 
running  feet  of  seating,  while  in  the  gentlemen's  waiting-room  there  are  297  running  feet. 

Messrs.  Ware  &  Van  Brunt,  of  Boston,  are  the  architects;  Mr.  E.  S.  Philbrick,  the  chief  engineer. 

Union  Passenger  Depot  at  Coneonl,  N.  H.,  Concord  Railroad.-  T\\q  Union  Depot  of  the  Concord 
Railroad  at  Concord,  N.  H.,  designed  by  Mr.  B.  L.  Gilbert,  architect,  New  York,  N.  Y.,  shown  in 
Figs.  624  and  625,  prepared  from  data  kindly  furnished  by   Mr.  H.  K.  Chamberlin,  Superintendent, 


r^^TTT^ 


Fig.  624.  —  Perspective  of  Depot. 


Concord  Railroad,  and  Mr.  J.  M.  Jones,  Station-agent,  plans  for  which  were  also  published  in  the  issue 
of  the  America fi  Architect  and  Building  News  of  April  4,  1885,  is  n  large  three-story  terminal  side- 
station,  with  high  attic  and  basement.  The  main  building  is  218  ft.  long  X  62  ft.  wide,  built  of 
brick,  rock-faced  granite,  and  terra-cotta.     The  train  shed  is  770  ft.  long  .X  120  ft.  wide.     The  ground- 


TERMINAL   PASSENGER   DEPOTS. 


365 


floor  is  used  for  passengers,  while  ihe  upper  floors  are  utilized  for  offices.  The  building  is  divided  at 
the  centre  by  a  lari;e  open  rotunda  into  two  wings.  This  central  rotunda  is  62  ft.  X  72  ft.,  and  serves 
as  a  general  waiting-room  and  passage-way.  Adjoining  this  rotunda  on  one  side  there  is  a  ticket-office, 
iS  ft.  X  17  ft.,  and  a  ladies'  parlor,  18  ft.  X  39  ft.,  with  toilet-room  attached.  Beyond  these  there  is 
a  smoking-room,  18  ft.  X  23  ft.,  with  entrance  from  the  rear  of  the  building,  and  with  a  gentlemen's 
toilet-r.MUu  attached.  Also,  a  baggage-room,  23  ft.  X  57  ft.;  a  depot-master's  room,  13  ft.  X  17  ft.; 
and  a  baggage  store-room,  14  ft.  X  23  ft.  On  the  other  side  of  the  rotunda  there  is  a  restaurant,  23 
ft.  X  31  ft.;  a  small  mail-room;  an  office,  12  ft.  X  23  ft.;  a  conductors'  room,  15  ft.  X  18  ft.;  a  tele- 


1 


Fig.  625.  —  Perspective  of  Tr.\in-shed. 


graph-office,  19  ft.  X  23  ft.;  and  an  e.\press-room,  22  ft.  X  57  ft.  The  central  rotunda  is  over  60  ft. 
high,  open  to  the  roof,  showing  the  construction  of  the  walls  and  open  trusses.  The  finish  of  this 
room  is  exceedingly  handsome,  and  of  the  most  substantial  character.  The  high  wainscoting,  pan- 
elled ceiling,  ornamental  beams  and  trusses,  and  bevelled  chimney-piece  are  of  solid  oak.  There  is  a 
large  open  fireplace  upon  the  east  side,  faced  with  red  sandstone.  The  floor  is  laid  in  squares  of 
black  and  white  marble.  The  walls  are  plastered  in  rough  stucco,  colored  crimson  and  old  gold. 
Stained  glass  has  been  introduced  into  the  partitions  and  over  the  massive  doors  with  pleasing  effect. 
On  either  side  of  the  west  or  street  entrance  are  ornamental  iron  staircases  leading  to  an  open  gallery 
which  gives  access  to  the  offices  on  the  second  floor.  Above  this  gallery,  over  the  fireplace,  is  a 
large  space  on  which  is  painted  a  railroad  map  of  New  Hampshire,  with  tablets  on  either  side  giving 
tables  of  distances  from  Concord.  Upon  the  north  and  south  sides  of  the  gallery  are  massive  iron 
arches,  from  which  depend  the  electric  lights  by  which  the  building  is  illuminated.  All  of  the  rooms 
on  the  ground-floor  are  handsomely  furnished  with  oak  woodwork,  birch  floors,  and  fireplaces.  The 
woodwork  of  the  offi-  es  in  the  upper  stories  is  stained  to  imitate  cherry.  Nearly  every  room  has 
a  marble  mantel  and  open  grate.  Radiators,  set-bowls,  speaking-tubes,  electric  bells,  and  all  the 
modern  conveniences  are  amjily  provided.  Everything  about  the  station  is  substantial  and  thor- 
oughly built. 

Union  Passenger  Depot  at  Portland,  Me. — The  Union  Passenger  Depot  at  Portland.  Me.,  jilans 
for  which  were  published  in  the  issue  of  the  Raihvay  Rerie-w  of  May  5,  1888,  is  a  large,  handsomely 
designed  two-story  terminal  side-station.     The  building  is  constructed  of  granite,  with  a  large  square 


366  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

tower  at  one  corner  and  with  an  iron  train-shed  along  one  side  of  the  main  l)uilding.  'l"he  building 
is  304  ft.  long  and  48  ft.  wide.  There  is,  near  the  centre  of  the  Imilding,  a  large  general  waiting-room, 
81  ft.  X  46  ft.,  with  a  ticket-office  at  the  centre  of  the  room,  on  the  track  side.  The  entrance  to  this 
room  from  the  street  is  by  means  of  a  broad  jilatform,  and  also  a  parte  coch'cie.  On  one  side  of  tliis 
general  waiting-room  there  is  a  door  to  a  smoking-room,  38  ft.  X  20  ft.,  with  a  gentlemen's  toilet-room 
at  the  rear  of  the  smoking-room.  There  is  also  a  ladies'  parlor  opening  from  the  general  waiting- 
room,  with  a  ladies'  toilet-room  attached.  Beyond  the  smoking-room  and  the  ladies'  parlor  at  the 
end  of  the  building  there  is  a  baggage-room  31  ft.  X  46  ft.  At  the  other  end  of  the  general  waiting- 
room  there  is  a  small  telegraph-otfice,  and  a  passage-way  to  a  dining-room,  66  ft.  X  46  ft.  Connecting 
with  the  dining-room  there  is  a  small  private  dining-room  and  a  serving-room,  with  stairs  leading 
to  the  upper  floor,  where  the  kitchen  is  located.  Beyond  the  dining-room  there  is  a  second  baggage- 
room,  26  ft.  X  46  ft.,  and  an  express-ofifice,  26  ft.  X  46  ft.  The  architects  of  the  building  are  Messrs. 
Bradlee,  Winslow  &  Wetherell. 

Proposed  Union  Passenger  Depot  at  Providence,  R.  I. — In  the  issue  of  Engineering  Neics  of  Aug.  2, 
1890,  the  plans  for  a  proposed  Union  Passenger  Depot  at  Providence,  R.  I.,  as  designed  by  Messrs. 
S.  L.  Minot  and  E.  P.  Dawley,  engineers,  are  illustrated.  The  problem  to  be  solved  at  this  point 
was  a  particularly  difficult  one,  the  tracks  being  on  a  curve,  and  a  street  passing  immediately  under 
the  proposed  depot  site,  so  that  part  of  the  building  is  supported  on  a  bridge  spanning  the  street. 
The  depot  is  built  alongside  of  the  tracks,  and  follows  their  curvature. 

Terminal  Passenger  Depot  at  Rie/imond,  Va.,  Atlantic  Coast  Line. — The  terminal  dejiot  at  Rich- 
mond, Va.,  of  the  Atlantic  Coast  Line,  designed  by  Mr.  W.  Bleddyn  Powell,  architect,  plans  for 
which  were  published  in  the  issue  of  the  Raihcay  Review  of  April  30,  1887,  is  a  large  and  handsomely 
designed  terminal  side-station.  The  improvements  at  this  point,  consisting  of  a  new  passenger  depot, 
train-shed,  freight  depot,  and  necessary  track  changes,  were  commenced  in  1885  and  were  completed 
in  1887.     The  passenger  depot  is  descriljed  as  follows,  in  the  jjublication  mentioned  : 

The  style  of  architecture  chosen  for  the  passenger  station  is  a  free  rendering  of  the  Romanesque.  The 
building  covers  a  rectangle  measuring  90  ft.  on  Seventh  Street  by  140  ft.  on  Canal  Street  equal  to  12,600 
sq.  ft.,  and  providing  a  lotal  floor  surface  of  37,683  sq.  ft.  The  accommodation  for  the  public  is  located 
entirely  on  the  ground-floor,  and  consists  of  a  general  waiting-room,  38  ft.  X76  ft.  This  room  is  located 
in  the  centre  of  the  building,  and  serves  as  a  general  thoroughfare  to  and  from  all  public  rooms.  Upon  it 
opens  the  ladies'  waiting-room,  L-shaped,  33  ft.  X43  ft.  This  room  is  situated  on  the  northeast  corner, 
commanding  views  of  Seventh  and  Canal  Streets.  On  the  opposite  or  northwest  corner — a  ticket-otlice 
17  ft.  X33  ft.  intervening — is  located  the  dining  room,  28  ft.  x  33J  ft.,  communicating  with  the  restaurant, 
22  ft.  X  32  ft.  Adjoining  tlie  restaurant  is  the  kitchen,  20  ft.  x  22  ft.,  having  its  stair,  pantry,  etc.,  in  an  inde- 
pendent department,  10  ft.  X22  ft.  Communicating  with  a  store-room  in  the  basement  is  a  large  lift  capable 
of  raising  2000  lbs.  The  toilet-rooms  face  on  Canal  Street,  having  direct  communication  with  the  waiting- 
rooms.  The  size  of  the  ladies'  toilet-room  is  12J  ft.  x  14I  ft.;  that  of  the  men's,  12  ft.  x  13  ft.  On  either 
side  of  the  entrance  from  Canal  Street,  18  ft.  in  width  and  opening  into  the  large  waiting-room,  are  situated 
the  offices  for  the  Pullman  Car  Company  and  Western  Union  telegraph.  The  rear  entrance,  nearly 
the  same  width,  affords  access  to  a  subordinate  stair  leading  to  the  offices  in  second  story,  and  opening 
from  it  is  the  smoking-room,  20  ft.  x  28  ft.,  facing  on  the  train-shed.  For  the  convenience  of  management, 
the  station-master's  room  (12^  ft.  x  iS  ft.),  conductors'  room  (iS  ft.  x  20  ft.),  and  train-despatcher's  (12^  ft.  x 
28  ft.),  are  located  on  the  ground-floor,  facing  on  the  train-shed.  The  offices  in  the  second  and  third 
stories  are  reached  by  a  broad  stairway  approached  from  Canal  Street,  the  entrance  hall  containing  same 
measuring  12^  ft.  x  26  ft.  There  is  also  a  parcels  and  news  room,  9  ft.  x  25  ft.,  and  a  fire-proof  vault,  8J  ft.  x 
9J  ft.  The  second  story  contains  two  stair  halls,  a  directors'  room,  two  fire-proof  vaults,  a  toilet-room, 
and  fourteen  large  offices,  communication  with  which  is  had  by  a  gallery  extending  around  the  general 
waiting-room.  The  third  story  contains  stair  hall,  toilet-room,  and  seven  offices.  The  fourth  floor  is  one 
large  room  for  storage.  Many  of  the  offices  have  open  fireplaces,  and  the  building  throughout  is  heated  by 
steam. 

Externally,  the  building  presents  an  unbroken  wall-surface,  relieved  by  bold  fenestration  and  the  intro- 
duction of  a  recessed  bay  over  the  office  entrance.  Further  relief  is  obtained  by  the  irregularity  of  roof 
lines  and  the  emphasis  given  to  the  chimney-stacks.  The  building  is  divided  into  nearly  equal  blocks  in 
plan,  that  next  the  train-shed  being  four  stories  in  height,  and  that  next  to  Seventh  Street  being  two  stories 
in  height,  and  covered  with  a  ponderous  roof,  30  ft.  to  ridge  fiom  the  eaves.     The  heights  of  stories  are  as 


TERMINAL    J'ASSENGER   DEPOTS.  3^7 

follows:  first  floor,  iS  ft.;  second  floor,  14  ft.;  third  floor,  10  ft.;  and  fourth  floor,  to  ridp;e,  20  ft.  The 
base,  wliich  runs  entirely  round  the  buildini;,  is  of  Richmond  granite,  6  ft.  6  in.  high,  the  stone  is  laid  up 
in  broken  range,  rock  face.  Above  the  base-line  the  facing  and  arches  are  laid  up  with  Richmond  pressed 
brick,  laid  in  red  mortar.  A  strong  belt-course  of  specially-made  bricks,  with  terra-cotta  consoles  and  corner 
stops,  indicates  the  height  of  stories,  and  the  portion  next  Canal  Street  is  crowned  by  a  moulded  brick  and 
terra-cotta  cornice. 

A  striking  feature  at  the  northwest  corner  is  formed  by  the  large  panel  of  terra-cotta,  7i  ft.  x  13^  ft.,  con- 
taining the  coat  of  arms  of  Virginia,  above  which  rises  the  chimney-stack  from  the  hreplaces  in  the  ladies' 
waiting-room,  8J-  ft.  wide  by  22  ft.  high,  its  base  spreading  out  by  means  of  curved  wings  to  i5i  ft.  high. 

The  gutters,  down-spouts,  and  spout  heads  in  connection  with  the  building  are  made  of  cold-rolled 
copper,  weighing  one  pound  to  the  square  foot.  The  roof  is  covered  with  dark  slate  on  felt,  having  ridge 
tiles  of  red  terra-cotta.  External  woodwork  will  be  painted  a  dark  bronzed  green,  to  harmonize  in  color 
with  the  red  brick. 

Entering  the  vestibule  on  Canal  Street  and  passing  through  the  doorway  in  the  heavy  granite-framed 
screen,  one  stands  in  the  lobby  of  the  general  waiting-room.  This  lobby  is  tiled  from  floor  to  ceiling  with 
tile  of  a  rich  cream  color,  and  the  ceiling  finished  in  worked  chestnut.  Passing  under  an  arch  16  ft.  wide 
and  14  ft.  3  in.  high,  formed  of  moulded  and  plain  red  pressed  brick  springing  from  massive  blocks  of  Seneca 
sandstone,  the  general  waiting-room  opens  up.  38  ft.  wide,  76  ft.  long,  and  28  ft.  4  in.  high.  Red-brick 
arches  similar  to  one  just  noticed  occur  at  either  end  of  the  room,  in  the  one  case  spanning  the  ticket-box, 
and  in  the  other  containing  the  screen  leading  to  the  entrance  to  the  trains.  Immediately  in  front  of  us  a 
huge  chimney-piece,  in  red  brick  and  Seneca  sandstone,  raises  its  sloping  roof  lines  nearly  to  the  level  of 
the  under  side  of  the  gallery.  The  size  of  the  mantel  is  worth  recording :  width,  14  ft. ;  height,  1 5J  ft. ;  width 
of  niche,  8  ft.  4  in.  ;  height,  4  ft.  4  in. ;  depth,  3  ft.  ;  height  of  shelf  above  floor,  6  ft.  4  in.  ;  the  lintel  over 
niche  and  forming  the  mantel-shelf  is  a  single  stone  weighing  \\  tons. 

The  walls  of  the  general  waiting-room,  together  with  those  of  the  rear  entrance,  are  tiled  to  the  height 
of  10  ft.,  above  which  a  broad  chestnut  moulding  separates  the  buff  brick  in  white  cement  running  to  the 
under  side  of  the  gallery  floor.  An  ornamental  belt  of  olive-tinted  tiles  12^  in.  wide  runs  around  the  room 
on  a  line  with  the  springing-blocks  under  the  arches.  On  a  level  with  the  chestnut  cap-moulding  are  placed 
corbels  of  Seneca  sandstone  supporting  the  brackets  carrying  the  gallery.  The  gallery  edge  is  richly 
moulded,  and  the  soffits  of  all  ceilings  filled  in  with  selected  panel  lumber,  and  the  angles  suitably  finished 
with  grouped  mouldings.  An  ornamental  wrought-irtm  rail  runs  round  the  gallery,  painted  a  rich  bronze 
green.  The  walls  above  the  gallery  floor  are  plastered  and  colored  to  conform  to  the  tints  in  the  story  below, 
and  protected  from  injury  by  a  chestnut  wainscoting  5  ft.  in  height.  The  main  ceiling  is  deeply  coffered 
and  the  part  next  the  walls  panelled  and  moulded.  The  middle  portion  of  this  ceiling,  consisting  of  a  frame- 
work, 26  ft.  X  24  ft.,  is  raised  4  ft.  above  the  part  next  the  wall,  from  which  curved  brackets  spring  and  assist 
in  supporting  the  framework  just  mentioned.  This  frame  is  entirely  filled  with  heavy  glass;  the  light  from 
the  right  light  and  four  large  windows  (in  rear  wall  opening  on  the  depressed  portion  of  the  rear  roof,  and 
affording  ventilation  in  midsummer)  filters  through  pleasantly,  illuminating  the  room  below.  The  space 
between  floor  at  third-story  level  and  the  bottom  of  the  ceiling  light  is  divided  into  panels,  and  the  same 
filled  with  wrought-iron  gratings  of  ornamental  patterns. 

The  finish  of  the  woodwork  throughout  the  entire  building  is  in  imitation  of  antique  oak,  and  it  was 
intended  by  the  use  of  chestnut  (the  grain  being  large)  to  depend  mainly  on  it  for  the  effect. 

The  ladies'  waiting-room,  restaurant,  and  dining-room  are  connected  with  the  general  waiting-room  by 
openings,  8  ft.  wide  and  10  ft.  in  height,  the  lintel  over  the  same  being  formed  of  heavy  rolled  beams  and 
plates,  painted  in  silver  bronze  and  rivet-heads  picked  out  in  copper.  The  walls  are  wainscoted  to  the 
height  of  6  ft.  4  in.,  the  former  room  having  a  large  pressed-brick  mantelpiece,  having  panels  of  terra-cotta 
and  buff  brick,  and  a  bevelled  mirror  let  into  the  brickwork  above  the  mantel-shelf.  Panelled  beams  and 
hard-wood  cornices,  deeply  moulded,  make  the  finish  for  ceilings  in  these  rooms.  The  main  stairway  is 
finished  throughout  in  ash  and  chestnut,  the  railings  of  ornamental  wrought-iron,  similar  in  design  to  those 
of  the  gallery,  but  having  no  ash  hand-rail. 

The  gas-fixtures  in  the  several  passenger-rooms  are  of  wrought-iron,  massive,  and  in  design  to  conform 
to  the  architecture  of  the  building. 

The  freight-house  is  of  brick  and  is  90  ft.  wide  and  301  ft.  6  in.  long,  having  at  the  north  or  Canal  Street 
end  an  office  two  stories  in  height,  with  a  total  floor  area  of  2900. 

The  train-shed  measures  from  centres  of  columns  76  ft.,  and  together  with  the  overhangings  at  sides. 
8  ft.  each,  make  a  total  width  of  92  ft.  by  a  total  length  of  4S6  ft.     It  is  for  the  most  part  of  wrought-iron. 

In  connection  with  the  train-shed,  and  covered  by  an  extension  of  the  roof  at  the  side  toward  Seventh 
Street,  is  the  baggage-house. 

The  entire  work  on  this  building  was  designed  and  carried  out  from  drawings  and  specifications  pre- 


368  BUILDINGS  AND    STRUCTURES   OF  AMERICAN   RAILROADS. 

pared  by  Mr.  W.  B.  Powel!.  architect  for  the  Pennsylvania   Railroad   Company,  under  the   <^eneral    super- 
vision of  Mr.  E.  T.  D.  Myers,  General  Superintendent. 

Union  Passenger  Depot,  Birmingham,  Ala. — The  Union  Passenger  Depot  at  Birmingham,  Ala  , 
designed  by  Mr.  H.  Welters,  architect,  Louisville,  Ky.,  an  illustration  of  which  was  published  in  the 
Inland  Architect  and  Builder,  Vol.  12,  No.  i,  is  a  large  terminal  side-station  of  stone  and  brick,  with 
a  long  train-shed  on  one  side  of  the  main  building. 

Union  Passenger  Depot  on  Canal  Street,  Chicago,  III. — The  Union  Passenger  Depot  on  Canal 
Street,  between  Van  Buren  Street  and  Madison  Street,  in  Chicago,  111.,  is  a  large  terminal  side-station, 
two  to  three  stories  high,  the  street  level  being  one  story  nigher  than  the  track  level.  Plans  and  descrip- 
tions of  this  depot  were  published  in  the  issue  of  the  Railroad  Gazette  of  May  13,  1S81,  and  in  the 
issue  of  the  Railway  Re/>orter  of  January  21,  18S2.  The  description  of  the  depot  in  the  issue  of  the 
Railroad  Gazette  mentioned  is  as  follows: 

The  grounds  of  the  Pittsburg.  Fort  Wayne  H  Chicago  Railway,  operated  by  the  Pennsylvania  Com- 
pany, front  on  the  east  side  of  Canal  Street,  between  Madison  and  Van  Buren  Streets,  a  length  of  1S50  ft.; 
tlie  south  branch  of  the  Chicago  River,  which  is  from  300  to  400  ft.  from  Canal  Street,  flows  along  the  east 
line  of  the  property.  The  depot  grounds  are  crossed  at  ilie  centre  by  Adams  Street,  the  city  traffic  crossing 
the  grounds  and  the  river  by  a  bridge,  wliich  is  high  enough  above  the  rails  to  clear  the  locomotives  and 
cars.  Tlie  track-level  is  entirely  below  the  streets,  and  but  seven  feet  above  the  water  surface  of  the  river. 
Van  Buren  and  Madison  Streets  both  cross  the  tracks  by  viaducts,  at  the  south  and  north  ends  of  the  ground 
respectively. 

The  fee  of  the  property  is  in  the  Pittsburg,  Fort  Wayne  &  Chicago  Railway  Company,  the  Pennsyl- 
vania Company  operating.  The  latter  company  entered  into  a  contract  with  the  four  foreign  roads  for  the 
joint  use  of  the  depot  without  in  any  way  disturbing  the  title  or  leasehold. 

The  principal  freight  warehouse  of  the  Pennsylvania  Company  is  situated  along  the  east  side  of  the 
property  parallel  with  and  about  180  ft.  distant  from  Canal  Street,  with  a  driveway  along  the  river, 
approached  by  inclines  from  Madison  and  Van  Buren  Streets.  This  building  is  of  brick,  about  700  ft.  long 
by  60  ft.  wide. 

The  depot  is  to  be  used  by  the  following  railroad  companies:  Tlie  Pittsburg,  Fort  Wayne  &  Chicago, 
operated  by  the  Pennsylvania  Company  ;  the  Chicago,  Burlington  &  Ouincy  Railroad  ;  the  Chicago  &  Alton 
Railroad;  the  Chicago,  Milwaukee  &  St.  Paul  Railvvay;  and  the  Pittsburg,  Cincinnati  &St.  Louis  Rail- 
way. The  trains  of  tlie  first  three  companies  enter  and  leave  the  depot  from  the  south,  the  other  two  from 
the  north  end. 

Tlie  grounds  occupied  by  the  depot  tracks  were  graded  by  e.xcavating  to  two  feet  below  the  rail.  New 
steel-rail  tracks  were  laid  on  a  solid  foundation  of  broken  limestone. 

The  train-house  is  1 100  ft.  long,  with  open  sides  except  at  the  buildings  to  which  it  is  attaclied  ;  the 
width  is  100  ft.;  700  ft.  lies  north  and  400  ft.  south  of  Adams  Street.  The  framework  is  supported  by  iron 
columns  at  intervals  of  25  ft.;  these  columns  rest  on  blocks  of  masonry,  and  are  bolted  to  a  heavy  footing- 
stone.  The  entire  shed  is  of  iron  and  glass,  except  the  wooden  roof-sheathing  and  the  small  wooden 
rafters  to  which  it  is  nailed.  The  roof  is  of  the  best  charcoal  tin  manufactured.  Platforms  are  laid  at  the 
level  of  the  top  of  rail.  Provision  is  made  for  drainage  of  roof  and  surface  water,  and  for  lighting  the  sheds 
at  night.  At  one  time  it  was  thought  that  the  electric  light  would  be  used,  but  gas  has  been  introduced. 
Doubtless  the  electric  light  will  ultimately  be  used;  it  is  so  suitable  to  the  place  that  it  was  probably 
omitted  only  in  the  belief  that  great  improvements  in  electric-lighting  would  be  made  shortly.  The  system 
of  gas-lighting  is  as  perfect  as  could  be  devised:  three  lines  of  lights  extend  the  full  length  of  sheds;  these 
lines  are  divided  at  the  centre  so  that  any  one  or  all  of  the  six  may  be  lighted  and  extinguished  in- 
stantaneously by  keys,  at  one  convenient  point.  Small  "tell-tale"  burners,  supplied  by  a  small  main,  are 
kept  constantly  lighted  ;  by  turning  on  the  gas  to  the  main  pipes  the  lamps  are  lighted.  The  tell-tales  con- 
sume but  little  gas,  and  have  proved  efficient.     Large  "  Dyott"  lamps  are  used  throughout  the  train-house. 

The  depot  buildings  are  three  in  number,  all  fronting  on  Canal  Street.  The  principal  one — the  passen- 
ger depot  proper — is  200  ft.  front  by  58  ft.  in  depth.  The  other  two  front  1 50  ft.  each  on  Canal  Street,  and 
are  25  ft.  deep.  AH  the  buildings  are  three  stories  in  height  above  the  track  level — two  stories  only  above 
the  street.  They  are  all  built  of  brick,  with  Warrensburg  stone  for  trimmings.  The  foundations  are  of 
random  coursed  work,  on  squared-up  footings  of  Joliet  limestone.  The  faces  of  all  walls  are  of  Philadclpliia 
pressed  brick.  This  work  has  received  many  favorable  criticisms  on  account  of  the  exceptional  uniformity 
of  color  and  regularity  of  laying  such  a  large  number.  Black  mortar  was  used  throughout  the  face-work. 
Over  425,000  pressed  brick  and  2,250,000  common  Milwaukee  and  Chicago  brick  were  used  in  the  work.     At 


TERMINAL   PASSENGEK    DEPOTS.  369 

each  end  of  the  main  building  granite  slairwavs  lead  down  to  the  track  level  ;  the  walls  along  these  stair- 
ways and  the  rear  tirst-storj'  walls  are  faced  with  ejianielled  brick  in  i)leasing  designs.  This  is  to  avoid  the 
unsightly  discoloration  of  pressed  brick  caused  by  persons  rubbing  or  leaning  against  it.  All  exposed 
corners  are  protected  by  iron  guards  built  into  the  walls. 

The  moderate  depth  which  could  be  given  to  the  building  led  to  the  supporting  of  the  main  rear  wall 
on  iron  columns.  The  rear  first-story  wall  is  about  iS  ft.  nearer  to  the  street  than  the  main  rear  wall  of  the 
building;  this  gives  a  spacious  porch,  which  is  inclosed  by  an  iron  railing,  with  gates  to  train-house  for 
passengers. 

The  roofs  of  all  the  buildings  are  covered  with  Peachbottom  slate.  The  tinning  of  gutters,  valleys,  and 
flashings  are  of  the  best  "  IX"  dipped  charcoal  plate.  The  same  tin  is  used  for  the  roof  of  the  "porches" 
or  verandas  on  Canal  Street,  which  are  iron  framings  extending  from  the  curb  to  the  walls  the  whole 
length  of  the  three  buildings,  and  crossing  Adams  Street  by  special  construction  in  keeping  with  the  other 
work.  The  cornice  and  open  work  patterns  of  iron  forming  a  frieze  below  it  combine  to  give  a  finish  to  this 
part  of  the  work,  while  the  porches  themselves  are  of  great  utility,  affording  a  complete  protection  to  the 
sidewalk,  so  that  passengers  can  enter  the  depot  or  train-house  with  comfort,  and  giving  shelter  to  baggage, 
mails,  etc.,  in  transitu. 

This  veranda  along  Canal  Street,  in  front  of  the  buildings,  is  580  ft.  long  and  16  ft.  wide.  Its  importance 
as  greatly  adding  to  the  facilities  for  handling  passengers  and  baggage,  cannot  be  overestimated.  It  is  con- 
ceded by  experts  to  largely  increase  the  working  efficiency  of  the  depot. 

The  "main  building"  is  the  principal  object  of  interest,  and  is  well  worthy  a  careful  examination.  Its 
general  layout  is  unique  in  many  respects,  owing  to  the  peculiar  features  previously  mentioned. 

The  main  entrance  is  at  the  centre  by  three  pairs  of  swinging-doors  admitting  to  a  "vestibule"  about 
30  ft.  by  40  ft.  From  the  street-level  one  can  pass  by  a  flight  of  a  dozen  granite  steps  down  to  the  track 
floor,  or  by  seven  steps  on  either  side  of  this  flight  up  to  the  waiting-room  floor.  There  are  four  pairs  of 
swinging-doors  from  the  vestibule  to  the  waiting-room.  This  vestibule  is  a  striking  feature;  the  frescoed 
ceiling  is  some  60  ft.  from  the  floor ;  the  walls  are  handsomely  decorated,  and  the  coat  of  arms  of  the  States 
through  which  the  railroads  using  the  depot  pass  are  artistically  painted  in  the  half-circle  panels  in  the 
walls.  A  staircase  opening  off  the  principal  waiting-room  leads  by  one  flight  to  the  balcony,  inside  the  main 
entrance  over  the  doors,  and  by  each  of  two  flights  from  the  balcony  to  the  third-story  hall.  This  stairway, 
entirely  of  wrought  and  cast  iron,  is  in  design  and  execution  one  of  the  finest  in  the  country :  its  prominence 
in  the  vestibule  made  its  appearance  a  matter  of  iiiiportance.  Instead  of  being  hustled  into  some  obscure 
corner  of  the  building,  its  bold  introduction  and  successful  treatment  render  it  very  effective.  The  vestibule 
and  granite  stairways  are  wainscoted  with  handsome  marble-work;  great  care  has  been  used  here  in  the 
harmonious  combination  of  color,  as  well  as  the  selection  of  the  most  durable  materials.  The  floor  is  also  o^ 
marble.  The  handsome  marble  newels  are  surmounted  by  solid  bronze  "candelabra"  newel  lights.  The 
following  varieties  of  marble  are  among  those  used  in  the  wainscot ;  Light  and  dark  Knoxville,  Glenn's 
Falls  and  Swanton  black,  Tennessee,  Swanton  dove,  Lyonaise,  Bongard,  Lisbon,  Formosa,  Hrocatelle,  and 
other  fine  marbles,  the  most  expensive  being  used  in  the  panels.  The  floors  of  vestibule  and  waiting-rooms 
are  of  the  best  white  Italian  and  Glenn's  Falls  black,  one-fourth  black,  with  black  border.  The  large 
windows  lighting  the  "rotunda,"  as  this  square  vestibule  has  been  named,  are  of  handsomely  designed 
stained  glass,  specially  worked  out  with  great  skill  in  drawing  and  color. 

Take  it  altogether,  this  rotunda  is  a  success,  and  a  fitting  introduction  to  the  rest  of  the  building.  The 
massive  marble  and  granite  work,  the  ornate  staircase,  the  richness  of  coloring  in  the  frescoing  and  stained 
glass,  the  beautifully  cut  plate-glass  panels  of  the  doors  and  the  solid  woodwork  of  the  same  form  a  tout 
ensemble  pleasing  to  the  eye,  while  the  evident  solidity  of  the  work  promises  that  it  will  need  only  an  occa- 
sional renewing  at  the  painter's  hands  to  keep  it  bright  and  charming. 

The  main  waiting-room,  which,  it  will  be  remembered,  is  somewhat  above  the  street  level,  is  rectangular, 
about  54  by  120  ft.  The  vestibule  cuts  off  about  28  ft.  in  depth  by  38  ft.  in  width  at  the  centre  of  the  room. 
The  ceiling  is  25  ft.  high,  richly  panelled  and  moulded.  The  walls  and  ceilings  are  frescoed.  The  wains- 
coting and  other  woodwork  are  of  walnut  and  cherry  carved  and  moulded  in  original  and  tasteful  designs. 
The  windows  and  glass  door  panellings  are  of  plate-glass,  the  latter  richly  cut.  The  half-circle  heads  to  the 
windows  come  above  the  level  of  the  porch  and  train-house  roofs  where  they  join  the  main  building  ;  these 
half-circles  are  all  glazed  with  cathedral  and  antique  stained  glass  in  special  patterns,  each  room  having  a 
different  treatment.  The  floor  is  of  marble,  laid  in  cement  on  concrete  filled  over  corrugated  iron  arches, 
supported  in  turn  by  iron  beams.  These  iron  arches  form  the  ceiling  of  the  story  below,  which,  it  will  be 
remembered,  is  a  trifle  above  the  level  of  the  tracks. 

The  dining-ro<jm  is  at  the  north  end,  on  the  same  floor  with  waiting-rooms.  The  ladies'  room  is  at  the 
south  end.  These  rooms  are  finished  m  the  s.Tme  style  as  the  waiting-room,  but  the  decoration  of  the 
ladies'  room  is  worthy  of  a  longer  notice  than  can  be  given  here.     While  nothing  has  been  sacrificed  in  the 


37°  BUILDINGS  AND   STRUCTURES   OF  AMERICAN   RAILROADS. 

way  of  substantial  and  durable  work,  the  frescoing  is  remarkably  delicate  in  design  and  coloring,  and  coni^ 
bines  with  the  stained  glass  and  other  work  to  make  this  by  far  the  most  elegant  waiting-room  in  the 
country;  at  the  same  time  the  necessary  retiring-rooms  have  been  provided  with  every  comfort  experience 
and  care  could  suggest.  In  the  waiting-rooms  are  perforated  wall-seating  and  settees  ;  the  ladies'  waiting- 
room  has  besides  rocking  chairs  and  other  conveniences.  A  "ladies'  lunch-room"  adjoins  this  room  for 
those  who  wish  some  light  refreshment  without  going  to  the  dining-room. 

The  ticket-office  projects  about  15  ft.  into  the  general  waiting-room,  and  has  a  window  on  the  ladies' 
room  ;  its  face  shows  a  combination  of  black-walnut,  cherry,  dark  Knoxville  marble  shelf,  and  six  windows 
on  the  waiting-room,  two  of  these  being  at  the  cut  ofl  corners.  The  design  of  all  this  work  is  entirely  new 
and  very  striking.  From  the  main  waiting-room  a  stairway  of  granite  steps  leads  down  to  the  track  level ; 
it  is  easily  approached  from  the  ladies'  room.  The  sides  are  panelled  in  fine  marbles,  while  the  well-hole  is 
protected  by  unique  and  massive  railing  of  solid  brass,  elaborately  ornamented. 

Retracing  our  steps  to  the  vestibule  and  descending  the  main  stair  we  find  ourselves  beneath  the  over- 
hang of  the  main  building  on  an  asphaltum  floor  which  completely  surrounds  the  buildings  and  is  enclosed 
by  a  stone  curbing,  on  which  stands  the  iron  railing  separating  from  the  tracks  and  train-house.  The  rooms 
on  this  floor  are:  the  engine-room  (at  the  south  end),  one  office,  a  wash-room  and  water-closet,  a  conduc- 
tors' room,  news-room,  telegraph-office  and  depot-master's  office,  smoking  and  lunch  rooms.  All  these 
except  the  engine-room  have  marble  floors,  and  are  handsomely  finished  in  wood.  The  glass  panels  of  the 
doors  are  finely  cut.  Neat  but  prominent  lettering  indicates  the  uses  of  the  rooms.  The  engine-room 
contains  two  large  boilers  for  the  steam-heating  apparatus  and  the  pumps  for  the  elevator  system.  The 
wash-room  and  water-closet  connect  by  double  doors;  a  barber-shop  takes  up  part  of  the  wash-room.  The 
water-closets  are  arranged  on  an  entirely  new  plan,  with  a  view  to  perfect  cleanliness  and  simplicity.  The 
urinals  are  also  simple,  and  we  believe  unique;  they  are  of  marble,  and  dispense  with  iill  plumbing  except  a 
pipe  perforated  with  holes,  into  which  small  nipples  are  tapped  and  throw  constant  small  streams  ag:iinst  the 
slabs;  the  water  is  received  into  a  marble  trough  cut  out  of  the  solid  ;  thence  by  suitable  simple  devices  it 
enters  the  sewer.  The  pipe  is  nickel-plated,  as  are  the  brass  legs  which  raise  the  marble  back  and  side  slabs 
clear  of  the  marble  floor  of  the  urinal,  which  is  one  step  above  the  marble  floor  of  room.  A  similar  urinal 
is  provided  in  a  small  room  off  the  general  waiting-room  above. 

A  reference  to  the  first  part  of  this  description  shows  that  this  floor  is  at  so  small  an  elevation  above  the 
ordinary  water  in  the  South  Branch  that  a  cellar,  as  ordinarily  understood,  was  not  to  be  thought  of. 
Accordingly  a  "subway"  of  masonry  was  provided  along  the  rear  of  this  story  for  water,  steam,  and  drain- 
pipes; all  these  are  of  iron,  except  the  smaller  water-pipes,  which  are  of  lead.  The  drain-pipes  connect  to 
a  private  sewer  which  leads  to  the  river.  The  plumbing-work  was  designed  to  be  as  substantial  as  possible; 
marble  slabs  of  wash-basins  are  of  more  than  ordinary  dimensions  and  thickness,  and  of  the  best  marbles 
obtainable;  basins,  basin-cocks,  trimmings,  and  traps  are  of  the  best;  the  water-closets  are  of  one  style 
throughout  the  buildings;  about  thirty  in  all  were  used,  all  well  ventilated. 

The  gas-fixtures  are  very  elegant  and  suitable;  they  were  selected  especially,  and  prepared  in  ample 
time.  Nickel  and  gold  finish  is  used  in  the  main  floor,  brass  in  the  story  below,  and  bronzed  goods  in  the 
third  story  and  baggage  buildings.  The  solid  bronze  newel  lights  in  the  rotunda  have  been  spoken  of 
before. 

The  seating  of  the  waiting-rooms  has  been  carefully  studied  out ;  perforated  wooden  side  seating  and 
settees  have  been  adopted,  made  especially  to  fit  their  places.  For  cleanliness  and  general  comfort  this 
seating  is  preferred.     No  upholstered  work  has  been  admitted.     A  few  chairs  are  in  the  ladies'  apartments. 

The  hardware  of  the  buildings  may  be  mentioned  here.  It  was  selected  with  care,  and  is  in  every  way 
far  superior  to  the  ordinary  builders'  goods  so  freely  used.  It  is  uniform  in  design;  all  locks  are  hand- 
made, with  brass  works;  every  lock  has  two  brass  keys,  marked  to  show  where  they  belong.  Only  bronze 
and  brass  are  used  for  door  and  window  trimmings;  all  is  massive  and  substantial. 

The  third  story  of  the  main  building  is  occupied  by  offices ;  the  north  end  has  been  divided  off  as  a 
kitchen,  as  convenient  and  perfect  as  could  be  desired,  with  ranges,  ovens,  and  all  appurtenances  complete, 
including  dumbwaiters  to  the  dining-room,  just  below  it.  and  the  lunch-room  on  the  track-level  floor. 
There  is  also  an  elevator  for  heavy  work,  a  stairway  for  the  kitchen  from  the  lowest  floor,  refrigerators  of 
large  size,  vaults,  store-rooms,  pantries,  and  closets. 

A  lofty  attic  is  reached  by  stairs  from  both  ends  of  the  third  story.  It  is  divided  into  three  main  rooms. 
The  huge  iron  tank  which  holds  the  reserve  supply  for  the  elevators  is  supported  on  the  vestibule  walls, 
about  85  ft.  above  the  tracks.  The  deck  of  the  central  roof  is  100  ft.  above  the  tracks.  The  roof  is  reached 
by  ladders  and  trap-doors  at  three  points.     A  flag-staff  stands  at  the  central  point  of  the  roof. 

The  baggage  buildings  require  special  mention.  A  description  of  one  applies  equally  to  the  other, 
except  as  to  the  third  stories.  The  size  is  already  given.  Baggage  is  received  and  delivered  at  the  street 
level ;  from  this  story  it  is  lowered  or  raised  by  hvdraulic  elevators,  two  to  each  building;  the  platforms  are 


TERMINAL   PASSENGER   DEPOTS.  371 

large  enough  to  hold  two  of  the  large  "special"  trucks  loaded  to  a  maximum.  The  elevators  have  been 
tested  to  8300  lbs.  each,  and  further  by  running  all  the  elevators  at  as  close  intervals  as  could  be  reached  in 
practice.  The  "receiving"  and  ■delivery"  rooms  of  each  building  are  supplied  with  every  facility  for  the 
rapid  liandling  of  baggage  and  mails.  At  present  two  roads  receive  baggage  at  the  southern  building  and 
deliver  at  the  northern  one,  while  the  other  two  roads  reverse  the  operation.  In  the  lower  story  of  the 
baggiige  buildings  is  ample  room  for  storage;  and  water-closets,  sinks,  etc.,  arc  provided.  The  third  story 
of  the  northern  (called  western)  baggage  building  is  used  for  offices,  and  is  approached  by  an  outside  cov- 
ered stairway  of  iron.  The  third  story  of  the  eastern  baggage  building  is  divided  into  "emigrant"  rooms, 
with  all  conveniences. 

The  elevator  system  is  worked  under  a  water-pressure  of  some  36  lbs.  to  the  inch,  obtained  by  pumping 
water  into  a  stand-pipe  10  in.  in  diameter,  built  in  a  flue  in  the  wall  and  suiiplying  the  reserve  tank  before 
mentioned.  Every  possible  arrangement  is  made  in  the  way  of  reserve  pumping  power  to  reduce  to  the 
minimum  the  chances  of  accident  to  the  apparatus.  In  a  trial  46  trips  were  run  by  the  elevators  without 
using  the  pump.  The  return  water  flows  into  two  cisterns  sunk  16  ft.  below  the  engine-room  floor,  and  is 
thence  pumped  back  to  the  stand-pipe  and  tank.  The  cisterns  are  two  iron  cylinders,  connected  after  sunk, 
lined  with  brick  in  Portland  cement. 

All  but  some  400  ft.  of  the  long  front  of  the  property  on  Canal  Street  is  laid  with  a  heavy  flagstone 
sidewalk,  with  vaults  underneath  and  wrought-iron  railings  at  areas  in  front  of  buildings  and  all  along  the 
property,  which  lies  from  10  to  15  ft.  below  the  street. 

Tirmiiial  Passenger  Depot  at  Milwaukee,  Wis.,  Chicago  b'  Northwestern  RailroaJ. — The  plans 
for  the  terminal  depot  of  the  Chicago  &  Northwestern  Railroad  at  Milwaukee,  Wis.,  designed  by 
Mr.  Chas.  S.  Frost,  architect,  Chicago,  III.,  were  published  in  the  issue  No.  3,  Vol.  13,  of  the  Inland 
Arcliitect  and  News  Record,  and  in  the  issue  of  the  Railway  Review  of  March  16,  1889.  The  building 
is  a  three-story  stone  and  brick  building,  with  a  large  square  clock-tower.  The  depot  is  an 
L-shaped  side-station.  The  train-shed  is  440  ft.  long,  and  has  four  tracks  running  through  it.  The 
building  has  a  general  waiting-room;  a  ticket-ofifice;  a  smoking-room,  with  a  gentlemen's  toilet-room 
attached;  a  baggage-room;  a  ladies'  waiting-room,  with  toilet-room  attached;  a  dining-room;  and  a 
lunch-room.  The  upper  stories  are  used  for  hotel  accommodations,  in  connection  with  the  restaurant. 
The  general  waiting-room  has  an  iron  and  tile  floor  with  face-brick  walls,  and  an  open  timbered  oak 
ceiling.  The  ladies'  waiting-room  is  furnished  like  a  sitting-room.  The  exterior  of  the  building  is  of 
stone  from  the  ground  up  to  the  first-story  window-sill,  above  which  red  face-brick  and  terra-cotta 
are  used.  The  tower  is  176  ft.  high.  The  main  roof  is  slate,  and  the  roof  of  the  tower  is  red  Akron 
tile  with  copper  trimmings.  In  the  puI)lication  mentioned  it  is  stated  that  the  entire  building, 
including  train-shed,  would  cost  $150,000. 

Terminal  Passenger  Depot  at  Milwaukee,  Wis.,  Chicago,  Milwaukee  ^'  St.  Paul  Railway. — The 
passenger  depot  of  the  Chicago,  Milwaukee  &  St.  Paul  Railway  at  Milwaukee,  Wis.,  plans  for  which  were 
published  in  the  issue  of  the  Railway  Review  of  Dec.  25,  1886,  and  in  the  issue  of  the  Scientific 
American  (Architects  and  Builders'  Edition)  of  March,  1887,  is  a  large  terminal  side-station,  described 
as  follows  in  the  publications  mentioned: 

The  new  passenger  station  of  the  Chicago,  Milwaukee  &  St.  Paul  Railway  at  Milwaukee  is  situated 
between  Third  and  Fourth  Streets,  one  and  one-half  blocks  from  Grand  Avenue,  and  fronts  on  a  park  on 
Everett  Street.  The  ground-plan  of  the  building  shows  a  surface  of  120  x  65  ft.  There  are  three  floors— 
the  first  16  ft.  in  the  clear  and  the  other  two  14  ft.  each.  In  the  centre  of  the  fa(;ade  rises  a  tower  to  the 
height  of  160  ft.,  reminding  one  in  its  graceful  lines  of  some  Venetian  campanile,  aiul  dominating  the  land- 
scape in  every  direction.  The  style  of  the  structure  is  modern  Gothic.  The  foundations  are  solid  and 
enduring,  being  constructed  of  stone,  with  granite  facings  above  grade.  The  material  used  in  the  construc- 
tion of  the  walls  is  Milwaukee  brick,  faced  with  pressed  Philadelphia  redbrick.  The  trimmings  are  of  red 
sandstone  and  terracotta  in  handsome  patterns. 

The  main  entrance  of  the  building  is  formed  of  a  triple  arch,  supported  by  columns  of  polished  granite. 
It  is  reached  by  a  flight  of  six  easy  steps.  The  swinging-doors  of  polished  oak  arc  a  few  feet  rnside  the  arch, 
being  surmounted  by  stained-glass  windows  in  beautiful  designs.  These  admit  the  visitor  into  the  large 
central  hall  which  bisects  the  building.  This  is  30  x  65  ft.  The  floor  is  of  tile,  in  a  well-defined  pattern, 
and  soft,  pleasing  colors.  The  walls  are  of  red  brick  up  to  the  spring  of  the  arch.  From  there  on  they  are 
in  a  soft,  creamy  brick.  The  lower  portion  of  the  wall  is  marked  with  geometrical  patterns  in  diflferent- 
colored  brick,  while  the  creamy  surface  above  is  picked  out  here  and  therewith  a   dash   of   dark  color. 


372  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

Around  the  rear  of  the  hall  runs  a  gallery,  which  serves  to  give  the  light  and  lightness  needed  to  the  whole. 
This  gallery  is  surrounded  by  a  railing  in  hammered  dull  brass. 

On  the  right  of  the  main  entrance  is  the  ladies'  waiting-room,  an  apartment  of  handsome  proportions, 
30  X  S4  ft.,  with  tile  floor,  and  finished  in  oak  in  natural  color.  To  the  rear  of  the  apartment  are  well- 
appointed  toilet-rooms.  On  the  same  side  of  the  hall,  and  occupying  the  south  side  of  the  building,  is  the 
gentlemen's  waiting-room,  of  the  same  size  as  the  other  room,  less  a  slight  abridgment  in  length.  Between 
the  two  is  a  bijou  ticket-office  with  three  ticket-windows,  one  to  the  hall  and  one  to  each  waiting-room. 
All  these  rooms,  as  well,  in  fact,  as  all  the  rooms  down-stairs,  with  one  exception,  are  finished  in  a  similar 
manner  to  the  ladies'  room,  and  have  tiled  floors.  The  ceiling  on  this  floor  throughout  is  ribbed  by  heavy 
beams,  whose  possible  heaviness  is  relieved  by  tinting  in  light  color  approaching  a  soft  shade  of  Nile  green. 
On  the  left  of  the  entrance  is  the  dining-room  of  the  hotel  connected  with  the  depot,  a  room  40  x  52  ft., 
finished  as  the  other  rooms,  but  with  a  wood  floor.  The  lunch  room,  on  the  same  side,  is  16  x  52  ft.  in  size, 
and  is  furnished  with  folding-stools  for  the  benefit  of  its  patrons.  Between  the  two  rooms  is  the  telegraph- 
office  and  the  parcel  counter. 

To  the  right  and  rear  of  the  hall  an  alcove  gives  room  for  a  handsome  oak  stairway  that  leads  to  the 
second  floor.  This,  in  the  west  end  of  the  building,  is  occupied  by  the  train-despatchers  of  the  different 
divisions,  and  it  is  safe  to  say  that  never  before  did  train-despatchers  have  more  comfortable  or  beautiful 
quarters.  The  most  of  the  offices  look  directly  out  on  the  park.  The  east  end  of  the  building  is  occupied, 
with  the  exception  of  one  room,  for  hotel  purposes.  Descending  to  the  first  floor,  in  the  extreme  west  end 
of  the  building,  is  found  the  baggage-room,  an  apartment  52  x  56  ft.  in  its  floor  dimensions.  Immediately 
above  it  and  reached  by  a  water-elevator  is  a  room  of  similar  size  for  the  purpose  of  storing  baggage  not 
called  for  immediately.  In  the  east  end  of  the  building  is  the  emigrant  room,  of  size  the  same  as  the 
baggage-room,  with  heavily  timbered  ceiling  and  tiled  floor.  This  room  and  the  one  above  it,  also  intended 
for  the  same  purpose,  are  well  appointed  for  their  special  object.  The  building  is  lighted  throughout  by 
electricity  and  heated  by  steam,  both  being  furnished  by  boilers  and  engine  located  in  the  east  end  of  the 
basement. 

Outside  are  large  car-sheds,  600  ft.  in  length  and  100  in  width,  supported  by  iron  columns  and  girders, 
and  roofed  with  corrugated  iron.  They  cover  five  tracks,  on  which  the  higliest  skill  of  the  road-masters'  art 
has  been  displayed.  There  is  placed  in  the  tower,  at  a  height  that  will  make  it  easily  seen  from  a  good  part 
of  the  city,  a  big  clock,  the  dials  of  which  will  at  night  be  illuminated  by  electricity.  The  clock  is  one  of 
the  finest  as  well  as  the  largest  in  the  country.  It  has  four  dials.  Those  on  the  north  and  south  sides  are 
II  ft.  in  diameter,  and  those  on  the  east  and  west  are  9  ft.  Each  of  these  dials  is  composed  of  six  sections 
of  the  finest  ground  glass,  so  joined  together  as  to  appear  one  solid  piece.  The  pendulum  of  this  mammoth 
clock  is  14  ft.  in  length,  and  weighs  400  lbs.  It  is  regulated  for  heat  and  cold.  The  cost  complete  is 
$500,000.  " 

Union  Passenger  Depot  at  Stilhvater,  Minn. — The  Union  Depot  at  Stillwater,  Minn.,  an  illustration 
of  which  was  published  in  the  Northwestern  Railroader  of  March  9,  1888,  is  a  small  terminal  side- 
station,  described  as  follows  in  the  publication  mentioned  : 

The  building  is  an  extremely  effective  structure  of  red  Kasota  sandstone,  fire-brick,  and  terra- 
cotta, covering  an  area  of  114  by  63  feet.  A  handsome  vestibule  leads  to  a  wide  corridor,  with 
waiting-rooms  for  ladies  and  gentlemen  on  either  hand,  40  by  24  ft.  and  28  by  24  ft.  in  size,  respec- 
tively. A  toilet-room  16  by  20  ft.  opens  off  the  latter,  and  large  toilet-room  and  barber-shop  off  the 
former.  Behind  the  gentlemen'j_waiting-room  are  news-depot,  lunch-room,  etc.  The  baggage-room 
and  express-room  open  on  the  platform  in  the  rear,  and  are  40  by  iS  ft.  and  24  by  18  ft.,  respectively, 
in  size. 

The  kitchen  and  dining-room,  with  private  dining-rooms,  telegraph-office,  private  offices,  etc.,  are 
on  the  second  floor  ;  the  main  dining-room  being  18  ft.  by  26  in  size,  and  ojiening  through  a  handsome 
arch  into  a  second  apartment  nearly  as  large. 

The  point  of  the  main  tower  is  72  ft.  from  the  ground,  the  roof  of  the  whole  building  being 
metal-shingled,  with  copper  finials  and  castings.  Messrs.  Bupling  &  Whitehouse,  of  36  Clark  Street, 
Chicago,  are  the  architects. 

Union  Passenger  Depot  at  Atchison,  Kan. — The  Union  Passenger  Depot  at  Atchison,  Kan.,  an 
illustration  of  which  was  published  in  the  issue  of  the  Railwav  Revinv  of  Sept.  18,  1880,  is  a  large 
terminal  L-shaped  side-station  of  stone  and  pressed  brick.  The  building  is  two  stories  high,  excepting 
at  the  junction  of  the  "  I,,"  which  h.is  a  high  mansard  story  added.     The  main   building  is  234  ft.   X 


TERMINAL  PASSENGER  DEPOTS. 


373 


46  ft.,  and  the  "  L  "  is  96  ft.  X  44  ft.     At  the  end  of  the  main  building  there  is  an  open  shed  exten- 
sion, about  120  ft.  long. 

Unioti  Passenger  Depot,  Kansas  City,  J/^;.— The  Union  Depot  at  Kansas  City,  Mo.,  plans  for 
which  were  published  in  the  issue  of  the  Railroad  Gazette  of  June  21, 
1878,  from  which  Figs.  413,  626,  and  627  are  reproduced,  is  a  large 
terminal  side-station,  the  most  noteworthy  feature  about  it  being  the 
replacing  of  the  usual  style  train-shed  by  a  system  of  longitudinal  one- 
legged  platform-roofs  (shown  in  Fig.  413),  connected  by  covered  trans- 
verse platforms  or  arcades  (shown  in  Fig.  626).  The  letters  on  the 
ground-jilan.  Fig.  627,  indicate  the  use  the  different  spaces  are  put  to> 
as  follows:  a. — Ladier;'  Waiting-room;  /'. — Gentlemen's  Waiting-room  j 
c. —  Ticket-office  ;  d. — Raggage-room  ;  c. — Restaurant  ;  /.^Kitchen  and 
Office  ;  g. — Express-office. 


626. — Ckoss-section 
OF  Arcade. 


Fig.  627.— Ground-plan. 


The  structure  is  described  as  follows  in  the  issue  of  the  Railroad  Gazette  mentioned  above  : 

The  general  plan  of  the  depot  is  that  of  a  main  building  for  waiting-rooms,  hotel,  offices,  etc.,  with  iron 
arcades  or  sheds  for  covering  the  tracks,  instead  of  an  immense  and  costly  building  to  cover  them  with  a 
single  span.  The  main  building  fronts  on  Union  Avenue,  and  has  a  covered  platform  in  front  and  rear. 
The  space  in  the  rear  of  the  building  is  traversed  by  six  railroad  tracks  connecting  with  all  the  railroads 
entering  the  city.  These  tracks  are  arranged  by  placing  two  of  them  sufficiently  far  apart  to  allow  trains  to 
pass  each  other,  then  leaving  a  space  twenty  feet  wide,  then  two  more  tracks.  A  "spur"  track  is  also  placed 
at  each  end  of  the  building.  The  space  between  the  tracks  and  also  between  the  rails  has  been  floored  with 
jilank  three  inches  in  thickness,  thus  forming  a  platform  1000  ft.  in  length,  and  when  completed  90  ft.  wide. 
In  the  spaces  between  the  tracks  iron  sheds,  18  ft.  higli  in  the  centre  and  15  ft.  in  width,  have  been  erected. 
Tiiey  are  supported  on  iron  columns,  placed  in  line  at  distances  of  15  ft.,  and  firmly  bolted  to  stone  founda- 
tions. The  framework  is  01  angle-iron,  and  the  roof  of  corrugated  sheet-iron.  These  longitudinal  sheds 
are  connected  with  each  other  and  with  the  main  building  by  two  transverse  "arcades,"  one  at  the  centre  of 
the  main  building,  and  the  other  at  the  end. 

Of  this  general  plan  Mr.  O.  B.  Gunn,  the  engineer  and  superintendent  of  construction  of  this  work, 
writes  : 

"The  arrangement  of  iron  arcades  or  sheds  we  find  very  convenient  and  inexpensive  compared  with  a 
heavy  trussed  shed  over  all  the  tracks,  for  the  same  width  and  length.  These  heavy  covered  depots  into 
which  the  cars  run  are  very  smokv,  very  dirty,  and  very  noisy,  especially  when  steam  escapes  and  engines 
run  or  stand  in  them.  By  the  arrangement  of  light  sheds  we  have  more  light  and  less  noise,  while  the 
smoke  passes  away  freely,  and  the  cost  is  small  comparatively.-  Our  light  sheds  have  single  posts,  which 
give  much  better  room  between  the  trains  than  with  the  usual  double  posts.  The  light  arcades  are  parallel 
with  the  tracks  and  protect  the  passengers  while  reaching  and  entering  the  cars,  while  the  heavy  sheds  cover 
all  the  tracks  at  right  angles  to  the  main  building,  opposite  the  main  entrance  and  again  at  the  baggage  end 
of  depot.  The  only  objection  to  this  arrangement  is  that  in  heavy  storms  passengers  will  be  subject  to  a 
slight  dripping  from  the  cars  when  getting  into  and  out  of  them. 

"  All  the  arrangements  of  tracks,  sheds,  and  the  rooms  in  the  main  building  seem  to  give  great  satisfac- 
tion to  every  one  connected  with  them  and  to  all  railroad  men." 


374  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

The  following  description  of  the  building  is  copied  fmm  tlic  Kansas  City  Jourjuil  of  Commerce : 

The  building  fronts  toward  the  northwest  and  is  384  ft.  long,  with  an  average  depth  of  50  ft.  It 
presents  tlie  general  appearance  of  a  main  building  two  stories  in  height,  connected  by  walls  one  story  in 
height,  with  wings,  also  two  stories  higli,  the  whole  surmounted  by  mansard  roofs  with  flat  tops.  Tiie  main 
building  and  wings  are  75  ft.  in  height,  and  from  the  front  centre  of  the  main  building  a  tower  20  ft.  square 
is  carried  up  continuous  with  the  front  wall  to  a  height  of  84  ft.  and  is  surmounted  by  a  cupola,  the  top  of 
which  is  125  ft.  from  the  ground.  The  walls  are  of  brick,  laid  in  black  mortar,  20  in.  in  thickness,  and  rest  on 
solid  masonry,  15  ft.  deep,  and  laid  in  the  best  Fort  Scott  cement.  Eight  transverse  walls,  at  various  distances, 
are  carried  across  the  building  from  side  to  side,  and  upon  these  and  aline  of  iron  columns  resting  on  stone 
foundations,  and  running  lengthwise  through  the  centre  of  the  entire  building,  the  upper  floors  are  supported. 
The  wall-trimmings  are  of  cut  stone,  and  the  cornices,  dormer-window  fronts,  etc.,  are  of  zinc,  painted  in 
imitation  of  stone.  The  mansard  roofs  are  laid  in  colors,  and  are  relieved  by  Gothic  gables  and  French 
dormer-windows,  which  present  the  appearance  of  pilasters  rising  from  the  cornice  of  the  building  and  sup- 
porting a  four-sided  roof  covered  with  slate  and  surmounted  by  a  cap  of  the  same  shape  and  cornice  of  the 
same  style  as  those  surmounting  the  mansard  roof.  The  roof  of  the  main  building  contains  twelve  of  these 
dormer-windows  and  each  of  the  wings  eight.  Tlie  "cresting"  which  crowns  the  dormer-windows,  roof,  and 
towers  is  of  modern  design,  and  consists  of  a  light  iron  railing  worked  in  fancy  designs,  and  in  general 
eflect  gives  an  appearance  of  lightness  to  the  entire  structure.  The  dome,  or  cupola  of  the  central  tower,  is 
also  of  modern  design,  starting  on  a  square  base  and  finishing  with  an  octagon.  It  is  covered  with  tin, 
upon  which  are  placed  vertical  ribs  of  the  same  material,  and  is  ornamented  with  "clock  dormers  "  on  each 
side.     Provision  has  been  made  for  placing  a  clock  in  the  cupola  with  outside  dials  four  feet  in  diameter. 

At  the  east  end  of  the  building  ample  space  has  been  provided  for  tlie  use  of  the  'bus  company,  and  in 
front  between  the  platform  and  the  street  is  a  macadamized  carriage-drive,  20  ft.  in  width.  Tlie  waiting- 
rooms  for  passengers  are  entered  directly  from  the  front  platform,  and  there  are  also  two  open  passages 
from  the  front  to  the  rear  of  the  building,  one  8  ft.  wide,  and  the  other,  which  is  the  main  entrance,  is  16  ft. 
wide,  floored  with  marble  tiles,  and  opens  in  the  rear  under  an  arcade,  32  ft.  in  height  at  the  centre,  50  ft. 
wide,  and  extending  78  ft.  across  the  rear  platform.  The  space  under  this  arcade  is  intended  as  a  passage- 
way to  and  from  the  trains,  which  will  stand  on  either  side.  A  similar  arcade  is  to  be  erected  across  the  rear 
platform  at  the  east  end. 

The  baggage  department  occupies  the  room  at  the  east  end  of  the  building.  This  room  is  provided 
with  three  large  sliding-doors,  and  47  ft.  square,  and  is  fitted  up  with  every  possible  convenience  for  the 
prompt  transaction  of  the  business  of  its  department.  A  platform  6  ft.  below  the  ceiling  passes  around  two 
sides  of  the  room,  and  on  the  walls  above  this  platform  are  ranged  hooks  by  the  hundred,  whereon  to 
arrange  in  systematic  order  the  30,000  to  40,000  checks  which  are  constantly  kept  on  hand.  Four  check- 
stands  on  the  floor  will  accommodate  1000  different  forms  of  checks. 

The  clerk's  desk  is  on  an  elevated  platform  reached  by  a  stairway,  and  here  a  record  will  be  kept  of 
every  piece  of  baggage  received  and  forwarded. 

Next  to  the  baggage-room  are  the  waiting-rooms  for  passengers.  The  ceiling  of  these  rooms  is  19  ft. 
from  the  floor.  The  floors  and  wainscoting  are  of  alternate  strips  of  oiled  black-walnut  and  ash,  3  in.  in 
width,  the  other  woodwork  being  richly  grained  in  imitation  of  oak.  The  seats  are  a  framework  of  oiled 
black-walnut  with  bent  ash  seat  and  back.  The  ladies'  room  adjoins  the  baggage-room,  and  is  53  x  43  ft. 
in  size,  and  is  provided  with  tastefully  fitted  dressing-rooms.  Brussels  carpets  cover  the  floors,  and  marble 
wash-stands,  mirrors,  and  elegant  seats  adorn  the  rooms.  The  gentlemen's  room  is4oi  x  47  ft.,  and  between 
these  two  rooms  is  placed  the  ticket-office,  supplied  with  the  latest  improved  ticket-cases  and  all  other 
appliances  necessary  for  the  convenience  of  the  ticket-agent  and  h's  assistants.  Including  the  "  local  tickets," 
about  6000  different  forms  of  tickets  are  issued  from  this  office. 

Crossing  the  main  hall,  which  adjoins  the  waiting-rooms,  the  dining-room  (47  ft.  long  and  40J  ft.  wide) 
is  reached,  finished  in  the  same  manner  as  the  waiting-rooms,  and  provided  with  the  same  style  of  furniture. 
The  dining-room  will  seat  100  guests,  and  the  tables  will  at  all  times  be  supplied  with  the  best  the  market 
affords.  No  liquors  will  be  sold  on  the  premises.  The  telegraph-office  is  next,  and  is  connected  by  a 
bewildering  array  of  wires  with  all  the  telegraph  lines  entering  the  city.  In  one  corner  of  this  room  a  stone 
pedestal  rises  a  few  inches  above  the  floor,  resting  on  a  foundation  which  is  entirely  disconnected  from  the 
building.     This  pedestal  is  occupied  by  the  depot  clock. 

The  general  plans  for  the  depot,  iron  sheds,  and  tracks  were  designed  by  Major  O.  B.  Gunn,  who  has 
had  general  charge  of  the  work  as  engineer  and  superintendent  of  construction,  with  Mr.  Wm.  E.  Taylor  as 
assistant.  The  work  of  grading,  ballasting,  track-laying,  and  building  platforms  was  under  the  immediate 
supervision  of  Mr.  G.  M.  Walker,  assistant  engineer.  The  general  plans  were  elaborated  in  detail  by  the 
firm  of  Cross  &  Taylor,  architects,  Kansas  City,  Mo. 


TERMINAL   PASSENGER   DEPOTS.  375 

Union  Passenger  Depot  at  Leavenworth,  Kan. — The  Union  Depot  at  Leavenworth,  Kan.,  designed 
by  Messrs.  Henry  Ives  Cobb  and  Chas.  S.  Frost,  architects,  Chicago,  111.,  a  plan  of  which  was  pub- 
lished in  the  Inland  Architect  and  Neivs  Record,  Vol.  9,  No.  10,  is  a  terminal  side-station  of  fair  pro- 
portions, the  greatest  peculiarity  being  that  the  street  on  the  rear  of  the  building  is  level  with  the 
second  story,  while  the  tracks  passing  on  the  other  side  of  the  building  are  on  a  level  with  the  ground- 
floor. 

Union  Passenger  Depot  at  St.  Joseph,  Mo. — The  Union  Passenger  Depot  at  St.  Joseph,  Mo.,  is  a 
large,  handsomely  designed,  and  substantially  built  terminal  side-station,  a  plan  of  which  is  published 
in  the  Rai/toay  Review  of  March  5,  1881.  The  description  of  the  dejjot  in  the  publication  mentioned 
is  as  follows  : 

The  style  of  the  building  is  English  domestic  Gothic,  and  contemplates  a  building  400  feet  in  length  and 
50  feet  in  width,  set  back  from  Sixth  Street  37  feet,  so  as  to  give  room  for  carriage-way  between  present  street 
line  and  front  of  building.  The  front  on  Sixth  Street  will  present  a  central  division  of  120  feet  front,  and  three 
stories  in  height,  with  a  clock-tower  in  tlie  centre  rising  to  the  height  of  150  feet  from  grade.  On  each  side 
of  this  central  division  there  will  be  wiiigs  of  two  stories  in  height,  and  extending  90  feet  in  each  direction 
to  the  end  pavilions  which  are  three  stories  in  height.  All  exterior  walls  will  be  faced  with  pressed  brick  laid 
in  black  mortar,  with  elaborate  trimmings  of  stone,  black  and  moulded  brick,  and  encaustic  tile.  All  win- 
dows will  have  transoms  over  them  filled  with  stained  cathedral  glass  in  varying  designs,  set  in  lead  sash. 
This  work  will  be  of  the  best  description  of  stained-glass  work, and  will  give  a  most  beautiful  effect  to  the 
various  rooms  of  the  building. 

The  first  floor  of  the  building  will  be  divided  into  three  parts  by  open  corridors  or  passage-ways  16  feet 
6  inches  wide  ;  these  corridors  will  be  arched  over,  and  faced  with  pressed  brick,  with  trimmings  to  corre- 
spond witli  the  exterior  of  the  building.  From  these  passage-ways  the  stairways  to  the  second  story  of  the 
building  will  start.  The  north  division  will  contain  the  baggage-room,  50  x  50  feet ;  two  express-offices, 
22  X  50  feet ;  mailing-room  and  superintendent's  room,  each  15  x  25  feet.  The  central  division  between 
passageways  will  contain  ladies'  and  gentlemen's  waiting-rooms,  each  50  x  50  feet  ;  ladies'  and  gentlemen's 
wash-rooms,  etc.,  each  iS  x  25  feet  ;  barber-shop  and  tclegraph-oflfice,  each  18  x  25  feet;  general  ticket- 
office,  lunch-counters,  etc.  The  south  division  will  contain  the  dining-room,  50  x  50  feet;  hotel  oflice,  with 
wash-rooms,  etc.;  billiard-room;  kitchen,  with  all  necessary  pantries,  etc;  and  hotel  stairway  to  second  story 
of  building.  The  second  story  will  contain  the  railroad  offices,  18  in  number,  and  35  large  sleeping-rooms, 
hotel  parlor,  bath-rooms,  etc.  The  third  story  over  north  pavilion  will  contain  janitor's  apartments,  the 
third  story  over  central  part  15  sleeping-rooms  for  hotel,  and  that  over  south  pavilion  the  servants'  rooms. 

The  finish  throughout  the  building  will  be  rich  and  massive,  and  of  the  style  gencially  known  as  the 
"  Eastlake."  The  trimmings  for  doors  and  windows  will  be  of  gold  bronze  of  rich  design.  The  building 
will  be  heated  throughout  by  steam,  and  be  supplied  with  hot  and  cold  water. 

Union  Passenger  Depot  at  Pueblo,  Col. — The  Union  Depot  at  Tueblo,  Col.,  designed  by  Messrs. 
Sprague  &  Newell,  architects,  Chicago,  111.,  a  jilan  of  which  was  published  in  the  Inland  Architect 
and  News  Record,  Vol.  13,  No.  7,  is  a  large  three-story  stone  and  brick  terminal  side-station,  with 
square  clock-tower. 

Union  Passenger  Depot  at  Denver,  Col. — The  Union  Dejjot  at  Denver,  Col.,  jilans  for  which  were 
published  in  the  issue  of  the  Raihcay  Revieio  of  June  18,  1881,  is  a  large  terminal  side-station,  de- 
scribed as  follows  in  the  publication  mentioned: 

The  depot  grounds  comprise  twelve  acres  adjoining  VVynkoop  Street  and  extending  from  Sixteenth  to 
Eighteenth  Streets.  The  building  is  503  feet  long,  65  feet  wide,  and  two  stories  high,  with  a  dome  or  tower 
iSo  feet  high,  which  is  to  be  supplied  with  five  electric  lights.  The  central  building  and  both  wings  of  the 
structure  arc  ornamented  with  a  handsome  p-rench  roof,  cut-stone  dormer-windows,  and  gable-ends.  The 
trimmings  around  the  openings  and  at  the  corners  arc  of  white  Manitou  sandstone.  All  the  doorways  and 
entrances  have  richly  carved  caps.  The  main  entrance  has  two  columns  of  Scotch  granite,  surrounded  with 
carved  Gothic  caps.  The  style  followed  by  the  architect  throughout  is  Gothic.  The  ground-floor  is  for 
baggage-room,  ticket-offices, express,  dining-hall,  luncli-counters,  telegraph-ofiice,  sample-room  (bar),  barber- 
shop, closets,  etc.  The  kitchen  and  closets  are  marble  tiled  floor.  The  second  story  is  used  entirely  for  the 
offices  of  the  Denver  &  Rio  Grande  and  Union  Pacific  Railways.  The  offices  are  elegantly  furnished,  many 
of  them  being  finished  with  black-walnut  and  French  walnut.    They  are  models  o(  elegance  and  comfort. 


376 


"BUILDINGS  AND   STRUCTURES   OF  A  iM ERIC  AN  RAILROADS. 


Tlic  building  is  of  lava  stone,  rough-hewed,  Irimnied  with  white  and  red  sandstone.  Slate  roof.  The 
entire  building  is  heated  by  steam  and  lighted  by  gas.  The  main  platform  is  530  x  30,  and  the  Wynkoop 
Street  platform  is  13,!  x  500  feet.  Six  sets  of  tracks  are  laid  and  planked  between  rails,  forming  a  platform 
880  X  140  feet. 

Union  Passenger  Depot  at  I/idianapoTis,  Ind. — The  Union  Depot  at  Indianapolis,  Ind.,  shown  in 
Fig.  628,  is  a  large  three-story  building  about  150  ft.  scjuare,  of  stone,  brick,  and  iron.  The  train- 
sheds  are  700  ft.  long  and  about  180  ft.  wide.  An  illustration  of  this  depot  is  published  in  the  issue 
ol  X\\^  Railway  Revieiv  o{  December  11,  1886,  and  in  the  article  accompanying  the  illustration  it  is 


Fig.  628. — Perspective. 


Stated  that  the  depot  building  would  cost  about  $300,000,  and  the  train-sheds  $275,000,  in  addition 
to  about  $250,000  vvhich  the  various  companies  who  would  use  the  depot  expected  to  pay  for 
improvements  connected  with  the  new  terminal. 

Union  Passenger  Depot  at  Ogdcn,  Utah. — The  Union  Passenger  Depot  at  Ogden,  Utah,  designed 
by  Messrs.  Van  Brunt  &  Howe,  architects,  Boston  and  Kansas  City,  plans  for  which  were  published 
in  the  issue  of  the  American  Architect  and  Building  News  of  November  6,  1886,  consists  of  a  large 
three-story  building  with  clock-tower,  located  on  one  side  of  the  tracks.  The  ground-floor  is 
divided  into  two  parts  by  a  wide  passage-way,  at  the  centre  of  the  building,  serving  as  a  cjuick  exit  for 
passengers  arriving  on  trains.  The  section  of  the  ground-plan  on  one  side  of  the  ]iassage-way,  shows 
a  gentlemen's  waiting-room,  with  toilet-room  attached  ;  a  ladies'  waiting-room,  with  toilet-room 
attached;  a  ticket-office  and  telegraph-office;  a  news-counter;  a  baggage-room;  and  an  emigrants' 
room,  with  toilet-rooms  attached.  The  other  section  of  the  ground-plan  shows  a  large  hotel-hall, 
with  the  offices  and  other  accommodations  usually  connected  with  a  hotel-lobby;  a  dining-room;  a 
kitchen;  and  an  express-office.     The  ujiper  floors  are  used  for  offices  and  hotel  purposes. 

Union  Passenger  Depot,  Cheyenne,  Wyoming,  Union  Pacijic,  Denver  Pacific,  and  Cheyenne  d^  North- 
ern Railroads. — The  Union  Depot  at  Cheyenne,  Wyoming,  of  the  Union  Pacific,  Denver  Pacific, 
and  Cheyenne  &  Northern  Railroads,  illustrated  in  the  issue  of  the  Railway  Reviewoi  May  11,  1889, 
is   a  large  terminal  side-station,  partly  two-story  and  partly   three-story,  with   a  large  square  clock- 


TERMINAL  PASSENGER   DKPOTS. 


377 


tower.  The  ground- Hoor  is  divided  by  a  large  passage-way  inlci  two  vviii^s.  One  wing  contains  the 
waiting-rooms,  ticket-otifice,  baggage-room,  etc.;  tiie  other  wing  has  dining-rooms,  ottices,  and  hotel 
accommodations. 


Fig.  629. — Ckoss  SECTION  of  TR.\iN-sirri). 

Termiiiat  Passenger  Depot  at  Harrisbiirg,  Pa.,  Pennsylvania  Railioiu/. — The  new  jjassenger  depot 
of  the  Pennsylvania  Railroad  at  Harrisburg,  Pa.,  built  in  1885  under  the  direction  of  Mr.  Wm.  H. 
Brown,  Chief  Engineer,  Pennsylvania  Railroad,  is  a  large  terminal  side-station.  In  Fig.  629  a  section 
of  the  train-shed  is  shown.  The  shed  is  420  ft.  in  length  and  has  a  span  of  90  ft.  from  column  to 
column.  The  clear  height  from  the  rail  to  the  tie-beam  of  the  truss  is  24  ft.  The  trusses  are  spaced 
20  ft.  centres.  There  are  four  tracks  inside  the  shed.  The  elevation  of  the  street  is  above  the 
track-level.  Passengers  have  to  descend  to  get  to  the  platform  in  front  of  the  depot.  There  is  an 
overhead  foot-bridge  across  the  tracks,  so  that  the  other  platforms  can  be  reached  by  stairs  leading 
down  from  this  overhead  bridge. 

Passenger  Train-shed  at  Ne70  Haven,  Conn.,  Ne7V  York,  Nc7v  Haven  &"  Hart/ord  Railroad. — The 
train-shed  of  the  New  York,  New  Haven  &  Hartford  Railroad  at  New  Haven,  Conn.,  shown  in  Fig. 
630  is  an  all-iron  structure,  400  ft.  long  and   126  ft.   wide,  consisting  of  two  symmetrical   Hat   roofs, 


Fig.  630. — Cnoss  SECTION  ok  Train-siiep. 

each  of  63  ft.  span.  There  are  four  tracks  in  each  span  spaced  15  ft.  centres.  The  train-shed  is 
used  ai  a  terminal  side-station,  and  the  floor  of  the  shed  is  floored  flush  with  the  rails.  The  posts  and 
the  prim  ipal  rafters  consist  of  channel-irons,  the  truss-struts  of  angle-irons,  the  tie-rods  of  round 
iron,  and  the  purlins  and  studding  of  channel-irons.  The  shed  is  sheathed  on  the  outside  and  roofed 
with  No.  20  gauge  galvanized  corrugated  iron. 

Above  data  were  kindly  furnished  by  Mr.  F.  S.  Curtis,  Chief  Engineer,  N.  Y.,  N.  H.  &  H.  R.  R. 

Terminal  Passenger  Depot  at  Charles  Street,  Baltimore,  Md.,  Pennsylvania  Railroad. — The  terminal 
passenger  depot  of  the  Pennsylvania  Railroad  at  Charles  Street,  Baltimore,  Md.,  shown  in  Figs.  631 
to  633,  is  a  side-station   with   a  substantially  built   depot    Ijuilding   and    train-shed.      The  tracks    run 


378  BUILDINGS  AND  STRUCTURES  OF  AMERICAN  RAILROADS. 


«..  'r    ■,^- 


-  ''■-■• 


Fu;.  631. — PiikbiixiivE  OF  Depot. 


Fig.  632. — Perspective  of  Train-shed. 


TERMINAL   PASSENGER   DEPOTS. 


379 


past  this  depot.  The  peculiarity  of  the  design  consists  in  the  fact  that  the  street-level  is  above  the 
train-level.  Passengers  enter  the  dei>ot  at  the  street-level  at  one  end  of  the  depot  and  descend 
tf.  the  waitinL'-roums,  which  are  on  the  train-le\el.     An  inclined  roadway  leads  down  from  the  street  to 


Fig.  633.  —  Pkksi'fxtive  ok  Inikkiok  ok  WAiTiNCi-KouM. 


the  space  around  the  depot,  so  that  carriages  and  wagons  can  drive  down  to  the  train-level  from  the 
street.  On  the  train-level  there  is  a  general  waiting-room;  a  ladies'  waiting-room;  and  on  the  sides 
of  the  entrance  stairway  from  the  street  at  the  train-level  there  is  a  gentlemen's  waiting-room  and  a 
restaurant.  'I'he  train-shed  connected  with  tlie  depot  is  80  ft.  wide  by  about  250  ft.  long.  It  is  open 
on  the  sides,  being  su])ported  on  iron  columns  throughout. 

Terminal  Passois^ci'  Depot  at  Washington,  D.  C,  Pennsyl7'ania  Raiiroa<i. — 1'he  passenger  depot 
at  Washington,  D.  C,  of  tlie  ISaltiniore  &  Potomac  Railroad,  the  terminus  of  the  Pennsylvania  Rail- 
road System  at  Wasliington,  D.  C,  shown  in  Fig.  634,  kindly  furnished  to  the  author  by  the 
Passenger  Department  of  thi  Pennsylvania  Railroad,  is  a  large  terminal  head-station,  designed  by 
Mr.  Joseph  M.  Wilson,  engineer  and  arcliitect,  Philadelphia,  Pa.  The  building  is  illustrated  and 
described  in  the  issue  of  the  Railroa,!  Gazette  of  July  19,  1873;  in  the  issue  of  Engineering  of  March  2, 
1877;  in  the  issue  of  the  Scientific  Anieriean,  supplement,  of  May  12,  1877;  and  in  the  book  "The 
Pennsylvania  Railroad,"  l)y  James  Dredge.  The  depot  is  described  in  the  publications  mentioned 
as  follows: 

It  is  constructed  of  llie  best  pressed  bricks,  with  Ohio-stone  dressings,  the  base  course  up  to  the  level 
of  the  first-story  windows,  and  the  entrance  steps,  being  of  Richmond  granite.  It  has  a  frontage  on  B  Street 
of  137  ft.,  and  on  Sixth  .Street  of  95  ft. ;  the  main  entrance  being  on  Si.xth  Street,  ami  the  ladies'  entrance  on 
the  former. 

The  acconiinoriations  on  tlic  fnst  floor  for  p.-issongers  are  ample  and  convciiient,  comprising  a  general 


38o 


BUILDINGS  AiVn    STRUCTURES    OF  AMERICAN  RAILROADS. 


waiting-room,  40x68,   a  ladies'   rooi'L    23x45,  a  geiulemen's  room,  37x20,  a  restaurant  and  dining-room 
45  ^  55'  with  complete  kitchen  arrangements,  a  baggage-room,  offices,  etc.,  etc.     The  second  and  third  floors 


are  devoted  to  offices  for  the  company,  janitor's  rooms,  etc.     The  whole  building  is  finished  in  first-class 
style,  and  is  heated  by  steam  throughout. 

At  the  rear  of  the  main  building,  extending  along  Si.xth  Street,  and  covering  a  space  of   130  ft.  x  510  ft., 


TERMINAL    PASSENGER   DEPOTS.  381 

is  the  roof  under  which  ihe  passenger-cars  enter,  and  receive  and  discharge  llic  passengers.  It  is  spanned 
by  a  handsome  wrouglit-iron  arch,  is  well  liglited  an<l  ventihited,  and  atTords  ample  protection  to  passengers 
from  the  weather.     Tlic  desi^^n  fur  the  snutliein  ciuraiice  to  the  roof  is  exceedingly  handsome. 

The  complete  spccirication  for  tlie  construction  of  this  depot  will  be  found  on  pages  124  to  139, 
in  Mr.  Lewis  M.  Haupt's  book  on  "Engineering  Specifications  and  Contracts,"  covering  the  general 
requirements,  and  the  det.iileil  specifications  for  .stone-work,  brickwork,  iron-work,  carpenter-work, 
plastering,  i)luniliing,  g.is  jjijjcs  and  fitting,  p.iinting  and  glazing,  hardware,  tin-work,  slating,  heat- 
ing, etc. 

Passenger  Depot  at  West  Philadelphia,  Pcnnsyhania  Railroad. — I'he  old  terminal  passenger  depot 
cf  the  Pennsylvania  Railroad  at  West  Philadelphia,  Pa.,  used  as  an  office-building  and  car-shed  since 
the  construction  of  the  new  Broad  Street  station  in  Philadelphia,  is  a  large  terminal  head-station, 
plans  for  which  were  published  in  the  issu3  of  Engineering,  March  9,  i"TT,  and  also  in  the  book  "The 
Pennsylvania  Railroad,"  by  James  Dredge.  This  depot  was  designed  and  built  under  the  supervision 
of  Mr.  Joseph  M.  Wilson,  engineer  and  architect,  Philadelphia,  Pa.,  and  it  is  described  as  follows  in 
the  publications  mentioned: 

The  depot  stands  back  from  the  main  road,  being  reached  by  a  carriage-drive  that  passes  underneath  a 
timber  ornamental  covered  way  in  front  of  the  fa(;ade.  The  building  is  a  two-story  structure,  tlie  upper 
fiOor  being  chiefly  occupied  by  the  company's  offices.  The  fai^ade  is  constructed  of  different-colored  bricks 
arranged  with  a  very  good  effect.  Beliind  the  s'.aiion  building  are  two  covered  sheds,  about  900  ft.  long, 
each  of  them  covering  three  lines  of  rails.  The  sheds  consist  of  colunms  spaced  about  15  ft.  apart,  and 
carrying  a  curved  timber  truss  with  iron  ties.  This  truss  is  extended  on  each  side  beyond  the  columns,  and 
is  supported  by  brackets  as  shown.  The  longitudinal  girders  between  the  columns  are  braced  together 
with  double  ties  converging  into  a  single  rod  running  across  the  span,  and  sup|rorted  at  two  points  in  its 
length  by  a  light  suspension-rod.  An  adjusting  scrcw-sIeeve  is  placed  in  the  middle  of  each  tie-rod.  The 
roof  is  covered  with  tinned  sheets  carried  on  purlins,  and  a  lifted  ventilating  roof  with  louvres  in  the  sides 
is  placed  in  the  centre.  There  arc  altogether  twelve  tracks  in  the  station,  si.\  of  which  are  under  the  shelter 
of  the  two  sheds,  and  the  remaining  si.x  are  used  for  storage  of  cars,  etc.  There  are  ten  platl'orms.  Tlie 
station  comprises  three  independent  structures — the  station  building  proper,  the  departure  baggage-room, 
and  the  arrival  ba,t;gage-room.  There  is  besides  on  the  end  platform  a  small  office  for  receiving  parcels. 
The  space  around  the  station  building  is  covered  in  with  a  flat  roof  as  far  as  the  gable-end  of  the  enclosed 
roofs  over  the  tracks.  The  main  building  is  about  180  ft.  x  100  ft.  The  general  waiting-room  does  not 
occupy  a  central  position  in  the  building,  having  on  one  side  of  it  a  general  and  a  ladies'  restaurant  40  ft. 
wide,  and  occupying  together  the  whole  depth  of  the  building,  while  on  the  other  side  is  a  ladies'  waiting- 
room,  40  ft.  wide  by  about  100  ft.  long,  approached  by  a  passage  from  the  general  waiting-room,  and  having 
on  one  side  of  it  the  ticket-office,  and  on  the  otlier  lavatoiies,  occupying  a  width  of  about  20  ft.  On  the 
second  floor,  which  is  reached  by  a  winding  stair,  are  situated  on  one  side  the  kitchen  and  olhces  of  the 
restaurant,  and  on  the  other  the  offices  of  the  general  agent,  general  baggage-agent,  conductor  and  train- 
agent,  telegraph-clerks,  stores,  etc.  A  second  spiral  stairway  leads -from  these  rooms  to  the  ground  level. 
Tills  part  of  the  building  is  covered  by  a  flat  roof.  The  general  waiting-room  rises  unbroken  up  to  the  roof, 
the  centre  of  which  is  about  65  ft.  from  the  ground.  A  very  spacious  hall  is  thus  obtained,  measuring 
appro.ximately  81  ft.  x  100  ft. 

Terminal  Passenger  Depjf  at  Broad  Street,  Philadelphia,  Pa.,  Pennsylvania  Railroad. — The  pas- 
senger deiiot  of  the  Pennsylvania  Railroad,  at  liroad  Street,  Philadeljihia,  Pa.,  designed  by  Messrs. 
Wilson  Brothers  &  Co.,  architects  and  engineers,  Philadelphia,  Pa.,  shown  in  Figs.  635  to  641,  is  a 
large  and  handsomely  constructed  terminal  head-station,  with  an  elevated  track  ap]}roach.  An  illus- 
tration of  this  building,  with  a  description  of  the  imjirovements,  was  published  in  the  issue  of  the 
Raihoay  Review  of  Dec.  31,  1881.  The  illustration.  Fig.  636,  was  jirepared  from  data  kindly  fur- 
nished the  author  by  Mr.  Wm.  H.  Brown,  Chief  Engineer,  P.  R.  R.,  under  whose  direction  the  depot 
was  built,  and  Fig.  635  and  Figs.  638  to  641  are  pulilished  through  the  courtesy  of  the  Passenger 
Department  of  the  Pennsylvania  Railroad,  and  of  Messrs.  Wilson  Brothers  &  Co.,  who  have  described 
the  depot  as  follows  in  their  allium  of  designs: 

The  building  was  opened  to  the  public  in  January,  1882.  The  arrangement  is  peculiar,  owing  to  the 
fact  that  the  railroad  tracks,  after  crossing  tlie  Schuylkill  River,  are  carried  on  a  brick  arcade  along  the 
south  side  of  Filbert  Street,  at  a  considerable  elevation  above  the  street,  and  enter  the  station  at  the  level 
of  the  second  floor.  The  first  story  thus  becomes  a  kind  of  basement  above  ground,  and  is  so  treated 
architecturallv. 


382 


BUILDINGS   AND    STRUCTURES  OF  AMERICAN  RAILROADS. 


Fig.  635.— Perspective  of  Depot. 


TERMINAL   PASSENGER   DEPOTS. 


3,^:i 


Tlie  front  on  Broad  Street  mc;isnres  193  ft.  5  in.,  and  the  depth  on  Filbert  Street  is  122  ft.  10  in.  On 
the  right  about  So  ft.  of  tlie  frontage  is  occupied  by  ticket-otRces,  baggage-room  (departing),  30x73,  and  a 
lol)by,  40  X  80,  for  passengers  in  connection  therewith,  which  lobby  contains  stairs  and  elevators  to  the 
uaiting-rooms  on  second  floor.  On  the  left  about  34  ft.  is  occupied  by  the  e.xit  staircase,  behind  which  is 
the  baggage-room  (30x80)  for  arriving  baggage.     The  central  portion,  about  80  ft.,  is  left  open  from  front 


Fig.  036. — Cross-section  of  Train-shed. 


Fu;.  637.— Perspective  of  Train-sued. 


to  rear,  providing  a  convenient  passage  way  for  carriages,  to  which  passengers  have  access  from  either  street 
under  cover. 

In  the  second  story  the  entire  frontage  on  Broad  Street  is  occupied  by  the  ladies'  waiting-room  (29  x  80) 
with  private  room  (13x28)  and  toilet  attached,  and  the  dining-room  (29x74).  The  restaurant  (40x50) 
opens  from  the  dining-room,  and  is  served  by  private  stair  and  dumb-waiters  from  kitchen  above.  The 
general  waiting-room  (50x80)  adjoins  the  hidies' waiting-room  and  the  restaurant.  It  is  approached  by 
the  entrance  stair  and  elevators  from  first  floor,  and  opens  on  the  train  lobby  (30  x  190),  e.xtending  the  whole 
length  of  the  building  on  rear  (Fifteenth  Street),  and  communicating  with  trains  by  gates.  The  exit  stair 
descends  directly  from  this  lobby,  and  a  baggage-lift  is  provided  at  each  end,  connecting  with  the  baggage- 


334 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


arm,    /iT-        si.,^  j' 

ii  .oilliii 

Fig.  63S.— Detail  of  Exterior 


Fig.  639. — Detail  of  Push-plates  of  Doors 


tel 


Fig.  640.    General  View. 


TERMINAL   PASSENGER   DEPOTS. 


38s 


rooms  for  arrivint;  and  de|)aning  baggage.  The  offices  in  the  upper  stories  are  a|>proai:hiMl  from  this  lolihy 
by  a  private  stair  and  passage  on  tlie  Filbert  Street  front,  which  also  affords  access  to  the  toilet-rooms  for 
gentlemen. 

The  train-house,  which  begins  at  the  gates  from  the  lobby,  extends  450  ft.  in  length  to  Sixteenth  Street, 
being  carried  across  Fifteenth  Street  on  girders.     It  contains  eight  passenger  tracks  and  platforms. 

Looking  up  Filbert  Street  from  the  Masonic  Temple  the  view  of  the  building  is  very  pleasing,  the  color 
showing  up  richly  against  the  white  marble  of  the  new  City  Hall,  which  sets  well  back,  making  a  sort  of 
plaza. 

The  style  of  the  building  is  a  modern  adaptati   n  of  Gothic  architecture.     The  eastern  or  principal  front 


Fig.  641.— Detail  of  Exterior. 


is  divided  into  six  unequal  bays  by  piers  and  buttresses,  flanked  on  the  north  by  a  clock -tower,  and  on  the 
south  by  a  gable,  in  which  are  the  openings  to  the  exit  hall  and  stairs.  The  tSwer  and  two  bays  next  to  it 
include  the  ticket-offices,  lobby,  entrance  stairs,  etc  ,  the  other  bays  being  open  through  on  the  street  level, 
so  that  carriages  may  drive  under. 

The  basement  or  fir.st  story  is  of  granite,  above  which  are  three  stories  of  red  brick  and  terra-cotta. 
The  second  floor,  as  before  mentioned,  is  at  the  level  of  the  tracks,  where  all  the  principal  apartments  are 
located.  The  second-story  is  therefore  the  principal  one,  and  is  so  treated  architecuirally.  the  height  of  the 
large  rooms  being  divided  at  either  end  by  entresols. 


386  BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS. 

The  piers  are  curried  up  from  their  granite  bases  in  terra-cotta  as  far  as  the  springing  of  the  large  win- 
dows of  the  second  story,  the  jambs  of  which  are  decorated  with  slender  terra-cotta  columns,  two  to  each 
side,  with  enriched  shafts  and  caps,  from  which  rise  the  great  arches  of  elaborate  terra-cotta  work  in  three 
orders,  as  shown  in  detail  in  Fig.  638. 

The  transom  lights  are  l^ept  rectangular,  forming  spandrels  under  the  arches,  which  are  of  terra-cotta, 
richly  decorated.  Over  the  piers  between  these  arches  are  circular  panels,  containing  finely  modelled  heads 
typical  of  the  races  of  humanity,  indicating  the  cosmopolitan  character  of  the  institution  and  its  widespread 
benefits.  The  upper  stories,  being  occupied  by  officers  of  the  company,  are  more  plainly  treated,  and  the 
openings  are  made  smaller  and  more  numerous  to  sui"^  the  necessary  subdivisions.  At  the  level  of  the 
fourth  floor  a  balcony  is  got  in  the  thickness  of  the  wall,  the  face  above  being  set  back,  and  the  line  of  the 
wall  face  below  carried  up  by  buttresses,  through  which  openings  are  pierced,  making  the  balcony  con- 
tinuous. Two  of  the  bays  of  this  front  are  carried  up  through  the  cornice  and  form  gables,  shown  in  Fig. 
641,  which  contain  windows  lighting  an  attic  story  extending  over  the  whole  building,  and  serve  to  break 
the  otherwise  long  lines  of  the  cornice.  The  front  on  Filbert  Street  is  treated  in  a  similar  manner,  extend- 
ing from  the  clock-tower  to  the  bridge  crossing  Fifteenth  Street,  and  connecting  with  train-house. 

The  granite-work  is  executed  with  extreme  simplicity,  the  blocks  being  large,  and  the  natural  unworked 
surfaces  being  used  wherever  practicable.  The  mouldings  and  enrichments  there  used  are  bold  and  simple 
in  character.  The  terra-cotta  work,  on  the  other  hand,  is  very  elaborate.  The  individual  pieces  are  small, 
and  plain  surfaces  are  avoided  as  much  as  possible,  to  obviate  the  difficulties  met  with  in  manufacturing 
large  pieces,  and  the  bad  effects  of  warping  and  shrinking.  Delicacy  and  elaboration  of  detail  naturally 
follow — qualities  which  characterize  the  ancient  Italian  work,  and  also  the  best  modern  English  essays  in  this 
material.  The  red-brick  work  is  relieved  by  bands  of  moulded  brick  of  the  same  color  at  intervals,  which 
serve  to  break  agreeably  the  plain  surfaces  without  destroying  the  solid  effect. 

The  interior  is  thoroughly  carried  out  in  the  same  style  as  the  exterior.  In  the  lower  story  the  walls  of 
the  lobby  and  stair  halls  are  faced  with  enamelled  brick  in  buff  and  white,  with  dado  of  chocolate  and  black, 
and  frieze  of  white  and  blue  in  patterns.  Caps  and  corbels,  arches,  skirtings,  etc..  are  of  blue  marble.  The 
ceiling  is  arched  in  brick  between  rolled-iron  beams,  supported  on  heavy  wrought-iron  girders,  which  in  turn 
are  upheld  bv  powerful  cast-iron  columns,  consisting  of  a  square  centre  sect  on,  surrounded  by  a  cluster  of 
four  shafts  with  caps  and  bases,  from  which  spring  ornamental  cast-iron  brackets,  in  the  shape  of  a  quarter 
circle,  connecting  with  the  under  sides  of  the  girders.  The  iron-work  is  all  exposed  to  view,  and  decorated 
in  colors.  The  floor  of  the  driveway  is  laid  with  a  pavement  of  asphalt,  and  the  rest  of  this  floor  is  artificial 
stone.  The  wood  finish  of  this  story  is  ash.  The  stairs  to  the  waiting-rooms  above  are  marble,  with  a 
handsome  wrouglit-iron  railing. 

In  the  second  or  principal  story  the  jambs  and  arches  of  the  openings  are  marble,  and  the  floors  marble 
tile,  except  in  the  lobbies,  etc.,  where  artificial  stone  is  used  in  colored  patterns  with  good  effect.  In  the 
lobbies  and  other  exposed  portions  the  walls  are  colored  and  enamelled  bricks;  elsewhere  panelled  wooden 
dados  are  used. 

The  ceilings  of  the  ladies'  waiting-room,  dining-room,  exit-stair  hall,  and  lobby  to  train-house  are  hard- 
wood, divided  into  panels  by  the  girders  supporting  the  floors  above,  and  subordinate  moulded  ribs  running 
between  them. 

In  the  ladies' waiting  room,  dining-room,  and  exit-stair  hall  the  ceiling  is  supported  by  curved  trusses 
springing  from  the  walls  at  the  same  level  as  the  springing  of  large  windows,  and  resting  on  marble  corbels 
built  in  the  walls.  These  arched  trusses  are  quite  elaborate  in  design,  and  add  much  to  the  beauty  of  the 
apartments. 

The  waiting-rooms,  dining-room,  and  ladies'  private  room  have  large  open  fireplaces,  and  the  transoms 
of  windows  and  doors  and  the  ceiling  over  main  waiting-room  are  glazed  with  cathedral  glass  in  lead,  plate- 
glass  being  used  elsewhere. 

The  train-house  is  divided  into  two  equal  spans  of  eighty  feet  by  a  row  of  wrought-iron  columns 
enclosed  in  ornamental  open  casings  of  cast-iron,  which  carry  the  roof-trusses.  These  trusses  are  wrought- 
iron,  in  the  form  of  a  double  segment,  meeting  at  the  ridge  in  a  low  Gothic  arch,  with  ornamental  struts 
and  tie-rods.  The  walls  are  red  pressed  bricks,  divided  into  panels  by  moulded  pilasters  and  arches,  the 
pilaster  caps  being  red  terra-cotta,  and  the  spandrels  filled  with  buff  moulded  bricks,  arranged  in  patterns. 
Along  the  base  is  a  skirting  of  blue  marble,  and  a  moulded  sill-course  of  the  same  stone  extends  the  whole 
length  below  the  wuidows,  which  have  semicircular  heads  following  the  lines  of  arches  between  the 
pilasters. 

Every  provision  has  been  made  for  the  comfort  and  convenience  of  passengers,  and  every  detail,  down 
to  the  seats  and  the  push-plates  on  doors,  etc.,  has  been  carefully  considered. 


TERMINAL    PASSENGER   DEPOTS.  387 

Passenger  Depot  at  Atlantie  City,  N.  /.,  Philadelphia  vS-^  Reading  Railroad. — The  passenger  depot 
of  the  Phihidelphia  iV-  Reading  Railroad  at  Atlantic  City,  N.  J.,  is  a  terminal  head-station,  plans  for 
which  were  published  in  the  issue  of  the  Railway  Revie^c  of  May  10,  1890,  in  connection  with  the 
following  description  : 

There  are  six  tracks  terminating  at  this  depot,  arranged  in  pairs  in  such  a  manner  that  wide  platforms 
are  obtained  for  the  approacli  of  each  train.  These  platforms  are  450  ft.  in  length,  and  are  covered.  The 
waiting  rooms,  baggage  and  express  rooms,  etc.,  are  grouped  together  at  tlie  end  of  these  tracks  in  a  luad- 
house.  There  are  numerous  entrances  into  the  building  from  Atlantic  Avenue  and  one  from  Arkansas 
Avenue.  On  the  latter  street  there  are  a  number  of  gateways  communicating  to  the  platforms,  forming 
means  of  ready  exit.  The  lobby  is  covered  by  a  shed  roof  extending  at  right  angles  with  the  tracks. 
From  this  gable  roofs  extend  parallel  with  the  tracks,  covering  the  platforms  their  entire  length.  There  are 
numerous  features  of  interest  in  the  building,  the  style  of  architecture  being  novel.  The  waiting-rooms  are 
nicely  finished  in  oak,  with  mahogany  furnishings  and  rich  curtains.  The  station  is  one  which  has  attracted 
a  great  deal  of  attention  and  favorable  comment. 

Passenger  Depot  at  Boston,  Mass.,  Neia  York  cr"  New  England  Railroad. — The  passenger  depot  of 
the  New  York  &  New  England  Railroad  at  Boston,  Mass.,  is  a  terminal  head-station,  plans  for  which 
were  published  in  the  issue  of  the  Railroad  Gazette  of  Sept.  30,  1881.  The  train-shed  has  two  tracks 
entering  it,  one  for  in-bound  and  the  other  for  out-bound  trains.  There  is  a  baggage  platform  be- 
tween the  two  tracks,  while  wide  passenger  platforms  are  provided  along  the  outside  of  each  track. 
Baggage  is  thus  handled  entirely  independently  of  the  passenger  platforms,  and  arriving  passengers 
and  departing  passengers  use  separate  platforms.  The  depot  building  has  a  general  waiting-room, 
40  ft.  X  46  ft.  10  in.;  a  baggage-room,  33  ft.  X  34  ft.;  a  kitchen,  19  ft.  X  16  ft.;  a  dining-room,  30  ft. 
X  16  ft.;  a  depot-master's  room,  23  ft.  X  10  ft.;  a  refreshment-room,  30  ft.  X  7  ft.;  a  telegraph  office 
and  package-room,  19  ft.  X  7  ft.;  a  news  stands;  a  ladies'  waiting-room,  40  ft.  X  23  ft.;  a  ticket-office, 
19  ft.  X  17  ft.;  lavatories  and  toilet-rooms  for  gentlemen  and  ladies.  The  general  waiting-room  is 
entered  through  a  vestibule  from  the  street.  On  one  side  of  the  depot  is  a  small /w/c  cochcre.  The 
inside  of  the  building  is  finished  in  wood.  The  offices  and  dining-rooms  are  heated  by  steam,  and 
the  waiting-rooms  by  stoves.  The  building  is  covered  with  galvanized  iron  on  building-paper  and 
boards,  and  roofed  with  slate. 

Passenger  Depot  at  Stoughton,  Mass.,  Boston  6~"  Proi-idence  Railroad. — The  passenger  depot  of  the 
Boston  &  Providence  Railroad  at  Stougluon,  Mass.,  designed  by  Messrs.  Sturgis  &  Brigham,  archi- 
tects, Boston,  Mass.,  is  a  small  but  very  substantially  built  head-station.  The  head-house  is  of 
stone,  with  slate  roof  and  a  large  scjuare  clock-tower.  The  train-shed  has  two  tracks  running  into 
it,  with  a  platform  between  the  tracks.  The  ground-plan  shows  a  gentlemen's  waiting-room;  a  ticket- 
office;  a  ladies'  waiting-room,  with  toilet-room  attached;  a  baggage-room;  a  telegraph  office;  a  gen- 
tlemen's toilet-room;  and  a  porte  cochi-rc.  The  ladies'  room  is  located  in  the  circular-shaped  end  of 
the  building  next  to  the  street,  which  gives  a  very  pleasing  effect  l)oth  for  the  exterior  as  well  as  the 
interior.  Plans  for  the  building  were  published  in  the  Stoughton  6'('«////i'/ of  April  9,  18S7,  in  which 
issue  the  structure  is  described  as  follows; 

The  proposed  new  depot  is  to  be  comprised  of  a  head-house  and  a  train-house.  The  head-house  is  to 
face  on  Wyman  Street.  The  structure  is  to  be  of  granite,  and  is  to  have  a  tov.'er  and  a  clock.  The  tower  is 
to  be  62  ft.  in  height,  15  ft.  square  on  the  base,  32  ft.  to  the  ridge  or  coping,  and  14  ft.  to  the  roof  of  the 
depot.  The  extreme  length  of  the  main  building  is  88  ft.,  and  the  total  width  35I  ft.  In  the  rear  the  train- 
house  will  be  of  sufficient  length  to  accommodate  the  entrance  of  a  passenger  train  and  the  delivery  of  the 
passengers  on  the  inside  platform,  from  which  thov  will  proceed  to  Wyman  Street  in  the  main  building. 
The  building  is  to  be  of  Stous^hton  granite,  rough-hewn.  Tlie  roof  will  be  slated,  and  the  outside  wood- 
work will  be  of  hard  wood.     On  the  inside  the  station  will  be  framed  to  be  at  once  beautiful  and  convenient. 

The  women's  room  will  be  on  the  west  side  of  the  building,  and  will  be  a  beautiful  twelve-sided  room, 
32  ft.  square.  The  men's  room  will  be  32x36  ft.  square,  large  and  convenient.  The  ticket-office  will  be 
between  the  two  rooms  on  the  south  side  facing  Wyman  street,  and  will  be  so  arranged  as  to  permit  the 
sale  of  tickets  in  either  room  in  a  very  handy  manner.  This  room  will  be  10  x  14!  ft.  The  bagg.Tge-room 
will  be  in  the  east  side  of  the  building  and  will  be  11  ft.  square.  The  telegraph  office  will  be  I4x6i  ft.  and 
convenient  of  access.     Suitable  and  convenient  toilet-rooms  for  men  and  women  will  be  found. 


388  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

T\\c parte  cochere  or  driveway  entrance  will  be  on  the  extreme  east  of  the  building,  and  will  be  20 x  24  ft. 
The  interior  will  be  finished  in  hard  wood  in  the  most  substantial  and  elegant  manner,  with  hard-pine 
floors. 

Passenger  Depot  at  Boston,  Mass,  Boston  &^  Providence  Railroad. — The  passenger  depot  of  the 
Boston  &  Providence  Railroad,  built  about  the  year  1874,  and  designed  by  Messrs.  Peabody  & 
Stearns,  architects,  Boston,  Mass.,  is  a  very  handsome  head-station,  a  plan  of  which  was  published 
in  the  issue  of  the  Railroad  Gazette  of  June  19,  1875,  in  connection  with  the  following  description. 

The  building  is  situated  on  the  triangular  lot  bounded  by  Park  Square,  Columbus  .-X venue  and  Provi- 
dence Street,  and  is  Gothic  in  design,  and  built  of  brick  laid  in  black  mortar,  with  Nova  Scotia  stone  trimmin<;s. 
The  head-house  is  200  ft.  long  and  150  ft.  wide.  The  train-house  is  600  ft.  long,  128  ft.  wide,  and  65  ft.  high. 
The  main  entrance  to  the  building  is  on  Columbus  Avenue,  through  a  vestibule  25x32  ft,,  paved  with  tiles, 
arid  the  ceiling  finished  with  hard  pine.  On  the  left  of  the  main  entrance,  on  Park  Square,  is  a  brick  tower 
150  ft.  high,  containing  an  illuminated  clock  with  four  faces,  each  10  ft.  in  diameter.  The  vestibule  leads 
into  a  general  waiting-hall  170  ft.  long,  44  ft.  wide,  and  So  ft.  high,  extending  up  above  the  rest  of  the  building 
so  as  to  admit  light  through  clear-story  windows.  Additional  light  is  also  obtained  through  skylights  in 
the  roof.  This  hall,  as  well  as  the  remainder  of  the  first  story,  is  paved  with  black,  white,  and  red  tiles,  and 
is  heated  by  means  of  three  stacks  of  marble-topped  steam  radiators.  Around  this  hall,  and  on  a  level  with 
the  second  story,  runs  a  gallery,  connecting  the  corporation  offices  in  the  second  story,  supported  by  wooden 
columns  and  brackets;  between  these  columns  are  pointed  arches,  finished  in  ash,  and  glazed  w-iih  plate 
glass,  dividing  the  hall  from  the  waiting-rooms  on  the  sides  and  at  ihe  end  opposite  the  entrance  from  the 
train-house.  The  main  hall  is  covered  by  a  roof  supported  by  hard-pine  trusses,  and  sheathed  with  pine  var- 
nished and  decorated.  On  the  left  of  the  hall  is  the  smoking-room,  44  x  27  ft.,  gentlemen's  waiting-room 
50x40,  ticket-olfice,  and  ladies'  room,  50x62.  The  parcel-room  is  between  the  waiting-rooms  and  behind 
the  ticket-office.     Connected  with  the  ladies'  waiting-room  is  a  dressing-room,  15  X24  ft.,  and  water  closet. 

On  the  right  ol  the  hall  is  the  main  staircase  to  the  corporation  offices  in  the  second  story  (which  are 
also  connected  with  Park  Square  by  means  of  a  private  vestibule),  gentlemen's  dressing-room,  15  ft.  square, 
gentlemen's  water-closet,  34X  13  ft.,  telegraph  office,  news-stand,  barbershop,  restaurant,  50x30  ft.,  private 
dining-room  and  serving-room.  All  of  these  rooms  are  20  ft.  high  and  finished  in  ash.  The  windows  are 
glazed  with  plate  glass  and  leaded  glass  above  the  springing  of  the  arch.  On  the  walls  of  the  ladies'  room 
are  painted  maps  of  the  road  and  its  connections.  Next  to  the  ladies'  room  is  a  corridor  leading  to  the 
Columbus  Avenue  entrance  and  which  connects  with  the  outward  baggage-room. 

In  front  of  the  building,  in  the  second  story,  is  the  superintendent's  general  office,  superintendent's 
private  office,  and  president's  private  office.  On  the  left  of  the  building  is  the  president's  and  directors' 
room,  treasurer's  general  and  private  office,  ticket-agent's  and  conductors'  room,  and  connected  with  these 
rooms  are  the  necessary  dressing-rooms.  On  the  right  of  the  building  is  a  room  for  the  storage  of  supplies, 
travellers'  reading-room,  billiard-room,  30 x  50  ft.,  spare  office,  kitchen  and  bakery,  tlie  latter  being  over  the 
restaurant  and  accessible  therefrom  by  a  private  staircase.  In  the  third  story,  over  the  front  office,  are 
sleeping-rooms  and  bath-rooms  for  the  president,  superintendent,  and  treasurer.  The  entire  building  is 
finished  in  ash,  the  walls  and  ceiling  painted  and  decorated  with  oil  colors,  and  is  heated  by  steam  furnished 
by  four  large  boilers  in  the  basement.  The  train-house  is  entered  from  the  main  hall  on  the  first  story 
through  three  arched  doorways.  On  the  right  of  the  entrance  is  the  depot-master's  room,  and  a  staircase 
leading  to  the  gallery  of  the  head-house.  On  the  left  is  the  outward  baggage-room,  which  connects  with 
the  C(3lumbus  Avenue  carriage-entrance.  .About  half-way  down  the  length  of  the  train-house,  and  outside 
the  building,  is  a  room  for  the  storage  of  inward  baggage  and  a  waiting-room  for  hackmen.  The  roof, 
which  covers  five  tracks,  is  supported  by  arched  iron  trusses,  24  ft.  on  centres  and  125  ft.  span.  Light  is 
furnished  through  large  windows  in  the  sides  and  glass  in  the  roof.  The  trains  enter  through  arches  in  the 
end  of  the  train-house,  the  largest  of  which  is  68  ft.  span. 

Proposed  Union  Passenger  Depot  at  Buffalo,  N .  Y. — Tlie  plans  for  a  proposed  Union  Passenger 
Depot  at  Buffalo,  N.  Y.,  were  published  in  the  issue  of  the  Raihvay  Review  of  Feb.  18,  1888.  The 
design,  prepared  by  Mr.  C.  W.  Buchholz,  Engineer  of  Bridges  and  Buildings,  New  York,  Lake  Erie 
&  Western  Railroad,  shows  a  large  and  handsome  terminal  head-station,  described  as  follows  in  the 
publication  mentioned  : 

The  efforts  to  solve  the  orrade-crossing  problem  in  Buffalo  have  resulted  in  a  scheme  which  is  so  favor- 
ably received  by  the  railroads  and  the  public  that  it  seems  likely  to  be  brought  to  a  fulfilment.     The  propo- 


TERMINAL   PASSENGER   DEPOTS.  389 

sition,  as  submitted  to  the  sub  committee  of  llie  joint  committee  on  grade-crossings,  was  illustrated  by 
plans  prepared  by  Mr.  C.  W.  lUicliliolz,  of  the  Erie  Railroad.  The  total  cost  of  the  projected  improvement 
is  estimated  at  between  $2,000,000  and  $3,000,000. 

It  is  proposed  by  the  Buchholz  plan  to  have  the  ruads  entering  the  city  approach  their  terminus  by  a 
common  route,  the  tracks  of  which  shall  cross  the  streets  east  of  Louisiana  Street  above  grade,  but  shall  run 
under  Louisiana.  Chicago,  and  Michigan  streets.  The  tracks  are  to  run  into  a  union  depot  which  will  front 
on  Washington  Street,  at  the  corner  of  Exchange.  West  of  the  depot  the  tracks  of  the  New  York  Central 
will  cross  Washington  and  Main  streets  below  grade,  coming  to  grade  on  the  Terrace  about  op|)osite  tlie 
foot  of  Franklin  Street. 

It  is  proposed  to  begin  the  depression  of  the  tracks  at  Van  Rensselaer  Street  and  continue  the  descent 
until  a  level  is  struck  two  feet  below  the  present  grade  at  Louisiana  Street.  This  level  will  be  continued  to 
Micliigan  Street,  and  thence  carried  into  the  train-house  at  such  a  grade  that  the  platforms  of  the  cars  will 
be  on  a  level  with  the  landings. 

The  passenger  depot  provided  for  in  Mr.  Buchholz's  plans  is  worthy  of  a  description  in  detail.  The 
Washington  Street  elevation  presents  an  ornate  brick  and  cut-stone  building,  with  a  frontage  of  300  ft.. 
seven  stories  high,  covered  by  a  Mansard  roof  with  numerous  dormer-windows,  and  overtopped  by  a 
massive  clock-tower  over  200  ft.  high.  A  paved  plaza  100  ft.  wide  separates  the  building  from  the  street 
proper.  Over  the  main  entrances  is  a  broad  porie  coclurc,  and  to  the  right  of  this,  about  75  ft.  farther  south, 
is  a  massive  arch  from  which  emerge  the  double  tracks  of  the  Central  Belt  Line  and  the  Niagara  Falls 
branch.  The  E.xchange  Street  elevation  drops  to  three  stories  after  passing  the  tower,  and  continues  for 
300  ft.  Beyond  this  stretches  away  the  train-house  for  500  ft.  more.  A  heavy  archway  securely  gated  on 
this  side  furnishes  an  exit  for  all  passengers  leaving  the  depot.  Some  of  the  express  and  baggage  rooms  are 
on  this  side,  and  the  other  express  and  baggage  rooms  are  in  the  corresponding  bu'lding  on  the  canal  side 
of  the  station,  which  is  separated  from  the  canal  by  a  driveway  of  ample  proportions.  The  ground-plan  of 
the  passenger  station  shows  a  general  waiting-room,  76  x  132  ;  a  smoking-room,  37  x  81  ;  a  spacious  ladies' 
room,  wide  liallways  extending  up  to  the  roof  to  afford  light  and  ventilation,  a  grand  staircase  leading  to 
the  regions  above  from  the  hall  on  the  right  of  the  general  waiting-room,  four  elevators,  a  spacious  ticket- 
office,  and  a  platform  50  x  2S0  between  the  waiting-room  and  the  train-house. 

On  the  second  floor  is  a  restaurant,  while  all  the  floors  above  are  given  up  to  offices  of  the  railroad 
companies  making  use  of  the  terminal  facilities.  The  south  wing  contains  baggage-rooms,  express-rooms, 
a  store-room,  and  a  kitchen,  with  offices  on  the  two  floors  above. 

The  north  wing,  on  the  Exchange  Street  side,  contains  baggage  and  express  rooms  only  on  the  ground 
floor,  with  offices  above.  The  plans  for  the  train-house  call  for  an  arched  structure  108  ft.  high  in  the  centre 
and  280  ft.  wide,  with  14  tracks  and  eight  broad  platforms  between  them. 

The  estimated  cost  of  tlie  passenger  station  complete  is  $700,000. 

Passenger  Dfpot  at  Rochester,  N.  V.,  New  York,  Lake  Erie  sr"  Western  Railroad.— The  passenger 
depot  of  the  New  York,  Lake  Erie  &  Western  Railroad  at  Rochester,  N.  Y.,  is  a  terminal  head- 
station,  plans  for  which  were  published  in  the  issue  of  the  Railway  Review  of  August  27,  1887;  in  the 
issue  of  the  Scientific  American  (.\rchitects  and  Builders'  Edition)  of  November,  1886;  and  in  the 
issue  of  the  Railroad  Gazette  of  March  20,  1885.  The  description  of  the  building  in  the  Scientific 
American  is  as  follows  : 

The  new  depot  is  located  on  the  south  side  of  Court  Street,  near  the  river.  The  style  of  the  architec- 
ture is  based  on  the  modern  Renaissance,  being  treated  in  a  free  and  unconventional  manner  suitable  for 
this  class  of  building.  On  the  first  story  there  is  a  general  waiting-room.  38  ft.  x  35  ft.,  with  a  gentlemen's 
toilet-room  opening  from  it.  Also  a  ladies'  waiting-room  opening  from  it,  with  a  ladies'  toilet-room 
attached.  There  is  also  a  baggage-room,  39  ft.  x  15  ft.  ;  an  agent's  room,  with  ticket-office;  a  news-stand  ; 
and  a  telegraph-office.  On  the  second  story  there  are  a  superintendent's  office,  conductors'  room,  division 
freight  agent's  office,  hall,  lobby,  and  toilet-room.  The  main  building  is  76  ft.  x  60  ft.  A  tower  on  the 
northeast  corner  rises  to  the  height  of  no  ft.  above  the  pavement.  Brick  and  stone  have  been  used  for  the 
walls,  with  Medina  stone  laid  up  in  regular  courses  of  ashlar,  with  quarry  faces  and  chiselled  draught  below 
the  first-floor  sills.  Above  this  point  the  exterior  courses  of  walls  are  laid  up  with  pressed  brick  in  black 
mortar.  Window-sills,  bracket  corbels,  key-stones,  and  first-story  sill-course  are  of  Ohio  sandstone. 
Trimmings  of  terra-cotta  and  moulded  brick  are  freely  used  in  belt  and  string  courses  and  in  the  arches. 
The  roofs  of  main  building  and  awnings  are  covered  with  slate  and  copper,  and  the  roofs  of  wings  with  tin. 
The  interior  of  the  building  will  be  finished  in  white  ash  and  cherry,  the  floors  of  waiting-rooms  and  vesti- 
bules laid  with  black  and  white  marble  tiles,  and   tlie  floors  of  the  toilet  room  with  slate  tiles.     An  open 


39° 


JBUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


staircase  in  oak,  ash,  and  cherry  is  located  in  the  tower.  Steam  will  be  used  to  heat  the  building,  and  elec- 
tricity for  lighting.  The  tower  clock  has  four  5-ft.  glass  dials,  and  will  be  lighted  automatically  by  electricity. 
A  train-shed  270  ft.  long  and  72  ft.  wide,  of  ornamental  design,  in  iron,  is  to  be  erected  adjoining.  The  cost 
of  passenger  station  and  train-shed  will  be  upward  of  $50,000.  The  work  is  being  executed  under  the 
direction  of  C.  W.  Buchholz,  engineer,  from  drawings  and  designs  of  George  E.  Archer,  architect  to  the 
company. 

Terminal  Passenger  Depot  at  Louisville,  Ky.,  Louistiiile  &"  Nashville  Railroad. — The  passenger  dejiot 
of  the  Louisville  &  Nashville  Railroad  at  Louisville,  Ky.,  designed  by  Mr.  H.  Wolters,  architect,  Louis- 
ville, Ky.,  commenced  during  the  summer  of  1S82  and  completed  in  1887,  shown  in  Figs.  642  and  643, 


Fig.  642. — Ground-plan. 


Fig.  643. — Ckoss-section  and  E.nd  Elevation  of  Train-shed. 


from  data  kindly  furnished  to  the  author  by  Mr.  R.  Montford,  Chief  Engineer,  L.  &  N.  R.  R.,  is  a 
large  terminal  head-station,  plans  for  which  were  published  in  the  issue  of  the  American  Architect  and 
Building  Neic's  of  May  20,  1882,  and  in  the  issue  of  the  Railway  Review  of  May  20,  1882.  The  de- 
scription of  the  building  in  the  latter  publication  is  as  follows: 

The  depot  is  located  on  the  corner  of  Broadway  and  Tenth  Streets.  The  front  of  the  building  will  be 
100  ft.  wide  and  130  ft.  deep,  and  will  have  a  basement  and  three  stories.  The  first  floor  will  have,  besides 
a  corridor  20  ft.  wide,  waiting-rooms  for  ladies,  for  gentlemen,  and  for  colored  people,  together  with  a 
ticket-office,  coffee-stand,  and  dining-room.  On  the  second  floor  will  be  offices  for  the  transportation  and 
the  engineering  departments,  and  a  large  room  for  the  Louisville  &  Nashville  branch  of  the  Young  Men's 
Cliristian  Association.  The  walls  will  be  faced  with  pressed  bricks,  and  the  sills,  lintels,  and  ornaments 
will  be  made  of  the  white  oolitic  limestone  from  the  quarries  at  Bedford,  Ind.,  while  the  front  stairway  will 
be  made  of  granite.  All  the  inside  finish  will  be  of  hard  wood.  The  car-shed  will  be  100  ft.  wide  and  400  ft. 
long;  it  will  be  made  entirely  of  wrouj^ht-iron,  and  will  cover  five  tracks,  three  of  which  will  be  for  the 
exclusive  use  of  the  Louisville  &  Nashville  Railroad  Company's  trains,  while  the  two  on  the  west  side  will 
be  made  accessible  to  trains  of  the  Chesapeake,  Ohio  &  Southwestern,  as  well  as  of  the  Ohio  &  Mississippi, 
and  of  the  Jeffersonville,  Madison  &  Indianapolis,  from  the  north  side  of  the  Ohio  River.  West  of  the 
shed  there  will  be  a  detached  brick  building,  130  ft.  long,  for  the  baggage  and  express  business. 

Union  Passenger  Depot  at  Cincinnati,  O. — The  Union  Passenger  Depot  at  Cincinnati,  C,  designed 
by  Mr.  W.  W.  Boyington,  architect,  Chicago,  111.,  is  a  large  terminal  head-station,  a  plan  of  which  was 


TERMINAL    PASSENGER    DEPOrS.  391 

published   in  the  issue  of   the   Scieniific   Aiiieruan   Siipplciiicnt  t)f   Nov.  12,  i8Si.     The-   strucluic  is 
described  in  the  Railway  Renew  as  follows: 

This  structure  is  to  be  located  upon  the  corner  of  Central  Avenue  and  Third  Street.  The  end  front  will 
be  233  ft.  on  Central  Avenue.  The  side  front  will  be  475  ft.  on  Third  Street.  On  the  corner  of  Central 
.Avenue  and  Third  Street  will  be  an  office-building  Sox  90  ft.,  six  stories  high.  This  is  intended  to  accom- 
modate local  offices  for  the  four  or  five  different  railroads  that  will  occupy  the  station.  In  this  building 
there  will  be  a  series  of  three  large  fire-proof  vaults  on  each  floor.  A  passenger  elevator  and  all  nKxlern 
conveniences  for  office  purposes  will  run  to  the  roof.  There  will  be  a  light-shaft  in  the  centre,  affording 
light  to  all  parts  of  the  building,  and  at  the  same  time  a  thorough  ventilation.  The  depot  proper  will  be 
approached  either  from  Central  Avenue  or  Third  Street.  The  main  passenger  waiting-room  will  be  on  a 
level  with  Third  Street,  220  ft.  long  by  36  ft.  wide  in  the  clear,  and  three  stories  high,  with  ticket.  Pullman, 
and  telegraph  oflices  included.  There  will  be  large  and  commodious  parlors  and  living-rooms  and  lunch- 
counters  on  a  level  with  this  floor  in  the  ofiice  building. 

The  passenger  building  will  recede  30  ft.  back  from  the  office-building  on  Third  Street.  This  30  ft.  will 
be  covered  over  to  the  sidewalk  with  an  iron  canopy  for  the  convenience  of  passengers  alighting  from 
carriages.  In  addition  to  this  covered  roadway  there  will  be  a  covered  carriage  and  'bus  rotunda,  100  x  80 
ft.,  opening  from  Central  Avenue. 

The  platform  or  car-shed  story  will  be  15  ft.  down  from  Third  Street,  and  will  be  reached  by  the 
rotunda  before  mentioned  on  Central  Avenue,  and  by  a  large  archway  30  ft.  wide  between  the  office  building 
and  main  passenger-room,  also  by  a  large  double  flight  of  stairs  through  the  centre  of  the  main  waiting- 
room.  There  will  be  a  general  ticket-office,  waiting-rooms,  lunch-counter,  smoking-rooms,  barber-shop, 
etc.,  on  the  platform  floor. 

The  baggage-room  and  building,  36  x  175  ft.,  and  two  stories  high,  will  be  on  Third  Street,  wtst  01  the 
main  waiting-room.  This  will  be  arranged  so  that  the  baggage-room  floor  will  be  on  a  level  with  the  car 
floor,  and  the  30-ft.  road  so  graded  on  the  street  front  that  baggage  wagons  can  load  directly  from  the  bag- 
gage-room without  elevators. 

An  incoming-baggage  room  will  be  provided  on  Central  Avenue,  approached  by  the  rotunda  before 
mentioned.  It  will  be  otherwise  similar  to  the  main  baggage-room.  The  platforms  will  be  about  700  ft. 
long  under  the  viaduct  of  Smith  Street. 

The  car-sheds  cover  ten  tracks,  with  sufficient  platforms  to  accommodate  five  roads  with  two  tracks 
each. 

The  style  of  the  building  is  to  be  Eastlake  and  modern  Gothic,  treated  with  Queen  Anne  features. 
This  will  be  relieved  by  bold  projections,  giving  a  picturesque  outline  and  a  very  attractive  and  impressive 
fagade,  quite  dissimilar  to  any  depot  in  this  country.  Its  material  will  be  stone  in  the  first  or  platform 
story,  and  red  pressed  brick  above,  with  light-colored  stone  trimmings  and  red  terra-cotta  ornaments  inter- 
spersed to  relieve  the  plain  surfaces. 

The  building  itself  will  cost  about  $400,000.  The  entire  cost  of  ground,  track,  and  buildings  will  be 
about  $1,000,000. 

The  railroad  immediately  in  charge  of  the  enterprise  is  the  Cincinnati.  Indianapolis,  St.  Louis  k 
Chicago  Railway  Company,  with  M.  E.  Ingalls,  Esq.,  president,  at  the  head  of  the  enterprise.  W.  W. 
Boyington,  Esq.,  of  Chicago,  is  the  architect  of  the  building. 

Terminal  Passeii^i:;er  Depot  at  Cincinnati,  O.,  Pittsburg,  Cincinnati  (r  St.  Louis  Railway.— 
The  passenger  depot  of  the  Pittsburg,  Cincinnati  &  St.  Louis  Railway  at  Cincinnati,  O.,  designed 
by  Mr.  S.  J.  Hall,  architect,  under  the  direction  of  Mr.  M.  J.  Becker,  Chief  Engineer,  P.,  C.  &  St. 
L.  Ry.,  is  a  large  terminal  head-station,  plans  for  which  were  published  in  the  issue  of  the  Railroad 
Gazette  of  Oct.  27,  1882.  The  improvements  made  at  this  point,  including  the  passenger  depot,  are 
described  as  follows,  in  the  publication  mentioned: 

The  new  passenger  station  is  located  on  the  southeast  corner  of  Pearl  and  Butler  streets,  extending 
with  its  main  entrance  front  along  Butler  Street,  116  ft.  4  in.,  and  89  ft.  6  in.  along  Pearl  Street. 

Its  foundations  consist  of  blue  limestone  masonry,  reaching  to  the  base  of  the  lower  story  windows, 
where  they  are  capped  with  a  bevelled  water-table  of  white  Dayton  limestone.  All  outer  walls  areof  piessed 
brick  of  Zanosville,  O..  manufacture,  trimmed  with  Cincinnati  freestone.  The  ronf  is  p.irtly  of  slate  and 
l)artly  f>f  tin. 

The  ground-floor  contains  a  main  waiting-room  in  the  central  part  of  the  building,  open  to  the  roof ;  on 
the  left  of  tlie  main  entrance  is  a  passage  leading  to  the  ladies'  waiting-room,  and  connected  with  that  room 


392  BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 

is  a  toilet-room  and  closets.  The  general  ticket-office,  the  Pullman  office,  a  package-room,  and  water-closets 
are  all  located  upon  the  left  of  the  general  waiting-room,  as  is  also  an  exterior  hall  and  stairway  leading  to 
the  offices  in  the  upper  story. 

In  the  rear  of  the  general  waiting-room  and  directly  opposite  the  main  entrance  are  the  doors  leading  to 
the  train-shed.  On  the  right  of  the  general  waiting-room  are  the  dining-room  and  lunch-room,  with 
kitchen  between  the  two ;  also  telegraph-office,  depot-master's  office,  and  conductors'  room. 

In  the  upper  story  of  the  building  are  the  offices  of  the  Superintendent  of  the  Little  Miami  Division, 
the  train-despatcher's  otBce,  conductors'  rooms,  and  closets.  All  these  rooms  are  located  along  the 
outer  walls  of  the  building,  leaving  the  entire  interior  space  open  for  light  and  ventilation  for  the  main 
waiting-room  below.  A  gallery  connects  the  rooms  of  the  upper  story,  and  affords  a  view  over  the  general 
waiting-room  and  lower  story  of  the  building. 

The  interior  walls  are  frescoed  in  oil,  and  the  woodwork  is  finished  in  black-walnut,  all  of  modern 
designs  and  workmanship.  The  floors  are  tiled.  The  gas-fixtures  are  of  polished  bronze  of  tasteful 
designs. 

The  rear  of  the  building  is  sheltered  by  a  porch  inclosed  by  an  iron  railing,  with  iron  gates  for  access  to 
the  train-shed. 

The  train-shed  is  360  ft.  long  and  85  ft.  wide  between  columns,  affording  entrance  for  four  tracks  and 
sheltering  two  additional  tracks  under  the  projections  of  the  roof.  It  is  composed  of  wrought-iron  columns 
anchored  to  stone  foundations,  roofed  by  wooden  arched  ribs  and  covered  with  tin.  A  substantial  wall, 
surmounted  by  an  iron  fence,  encloses  the  yard  along  Pearl  Street.  The  widening  of  Butler  Street  and  the 
space  south  of  the  passenger  station  afford  ample  room  for  approach  of  carriages  and  vehicles  for  the 
landing  of  passengers  and  baggage. 

Near  the  southeast  corner  of  the  passenger  station  is  a  brick  building,  85  ft.  long  and  24  ft.  wide,  for 
baggage,  mail,  and  express  rooms.  The  passenger  yard  is  separated  from  the  freight  yard  by  a  division  wall 
extending  from  the  ice-house  eastwardly  to  a  point  east  of  Kilgour  Street. 

The  elevation  of  Pearl  Street  at  the  corner  of  Butler  Street  is  about  1 1  ft.  above  the  level  of  Front  Street, 
which  difference  made  it  necessary  to  establish  the  two  yards  on  different  planes  in  order  to  afford  access  to 
each  from  the  adjacent  streets.  The  tracks  of  the  passenger  yard  are  therefore  ascending  from  the  point  of 
divergence  east  of  the  city  water-works  towards  the  passenger  station,  and  the  freight  tracks  are  descend- 
ing in  the  same  direction,  the  division  wall  rising  in  height  with  the  increasing  difference  in  the  elevation  of 
the  tracks. 

Immediately  south  of  the  division  wall  is  a  spare  track  for  delivery  of  bulk  freight.  Next  to  this  is  the 
track  leading  to  the  Newport  and  Cincinnati  Bridge,  upon  a  rising  grade  of  no  ft.  per  mile.  Between  this 
bridge  track  and  Front  Street  are  the  freight  tracks  and  freight  stations.  The  new  freight-house  is  505  ft. 
long  and  94  ft.  wide;  it  is  composed  of  iron  columns  supporting  a  combination  roof  covered  with  tin.  Ad- 
joining the  new  freight-house  on  the  west  are  the  offices  of  the  local  agent,  cashier,  and  their  clerks,  in  a 
two-story  brick  building  facing  on  Front  Street. 

An  old  freight-house,  east  of  Kilgour  Street,  has  been  retained  for  a  local  delivery  station. 
The  former  passenger  station  on  the  south  side  of  Front  Street  has  been  converted  into  a  freight  station 
for  use  of  the  Louisville  &  Nashville  Railroad. 

The  total  cost  of  the  improvements  foots  up  as  follows  : 

Passenger  station $79,422  39 

Passenger  shed, 28,995  4^ 

Baggage  building 5,660  71 

Freight  station 53.090  32 

Converting  old  passenger  station  into  freight  station, 2,646  78 

Yard  tracks 44.319  76 

Retainingwalls 10,134  93 

Grading, 7,688  77 

Street-paving 17,269  95 

Total  cost $249,229  09 

Tcnninal  Passenger  Depot  at  Ciiiciiniati,  O.,  C/iesapeake  >S>'  0/iii>  RailroacL — The  passenger 
depot  of  the  Chesapeake  &  Ohio  Railroad  at  Fourth  Street,  Cincinnati,  O.,  which  was  in  course  of 
construction  during  the  year  1890,  in  connection  with  other  terminal  improvements  at  this  point,  is  a 
terminal  head-station,  the  ground-plan  of  which,  with  a  description,  was  published  in  the  issue  of  the 
Railway  Review  of  March  22,  1890. 


TERMINAL   PASSENGER   DEPOTS.  393 

Terminal  Passenger  Depot  at  Montreal,  Can.,  Canadian  Paeific  Raitway. — The  new  passenger 
depot  of  the  Canadian  Pacific  Railway,  at  Montreal,  Can.,  shown  in  Fig.  644,  is  a  very  large  and  hand- 
some head-station,  designed  by  Mr.  Bruce  Price,  architect,  New  York,  N.  Y.,  jilans  of  which  were 
]nil)lished  in  the  Engineering  &^  BiiilJing  Reeord,  and  subsequently  published  in  the  issue  of  the  Rail- 
way Revie70  of  Feb.  25,  i888.     The  building  is  described  as  follows,  in  the  j)iiblications  mentioned: 

There  are  four  full  stories  above  the  basement,  besides  a  finished  story  in  the  roof.  The  basement  is  a 
full  story  at  one  end,  and  v;holly  under  ground  at  the  other,  as  the  building  stands  on  rising  ground.  The 
general  dimensions  of  the  building  are  204  ft.  front  and  70  ft.  deep.  The  train-shed  in  the  rear  of  the  build- 
ing is  500  ft.  long.  The  cost  is  stated  to  be  about  §250,000.  The  upper  lluors  are  used  for  the  general 
offices  of  the  company.  The  material  used  in  the  building  is  stone,  Scotch  rubble-face,  with  rock-face  belt- 
courses.  The  interior  finish  is  in  Vancouver  cedar.  The  general  waiting-room  on  the  first  floor  is  arched 
over,  with  granite  columns  and  arches  finished  in  plaster.  The  fioor-beams  throughout  the  building  are 
iron,  with  fire-proof  finish. 

This  depot  and  the  stone  viaduct  approach  are  described  and  illustrated  in  the  issue  of  Engineer- 
ing A'eu's  of  March  3,  1888. 

Terminal  Passenger  Depot  at  Detroit,  Mich.,  Michigan  Central  Railroad. — The  passenger  depot  of 
the  Michigan  Central  Railroad  at  Detroit,  Mich.,  is  a  large  and  handsoinely  constructed  head-station, 
designed  by  Mr.  Cyrus  L,  W.  Eidlitz,  architect,  New  York,  N.  Y.,  plans  for  which  were  ))ubliched  in 
the  issue  of  the  Railway  Review  of  Aug.  25,  1883,  the  description  of  the  depot  being  as  follows,  in 
the  publication  mentioned: 

The  depot  is  located  at  the  corner  of  Third  and  Woodbridge  Streets.  The  main  buiTding  will  have  a 
frontage  of  182  ft.  6  in.  on  Third  Street  and  280  ft.  on  Woodbridge  Street.  From  the  line  of  Third  Street 
to  the  front  of  the  building  there  will  be  an  open  space  of  27  ft.  deep,  intended  for  a  grass  plat,  fountains, 
and  flowers.  The  westerly  84  ft.  on  Woodbridge  Street  will  be  covered  with  a  lower  range  of  buildings,  in 
which  will  be  the  boiler-rooms  and  e.xpress-ofhces,  leaving  an  area  of  182  x  196  ft.  for  the  main  building. 

The  principal  entrance  will  be  in  the  centre  of  the  Third  Street  front,  and  will  be  one  of  the  chief  feat- 
ures of  the  structure.  This  central  division  will  project  13  ft.  from  the  line  of  the  main  wall,  and  the 
entrances  will  be  five  in  number;  three  arched  openings  in  the  front  and  one  on  each  side  of  the  projection 
will  give  access  to  a  large  and  lofty  lobby  40  ft.  wide  and  45  deep.  In  this  lobby  there  will  be  an  ornamental 
wrought-iron  staircase  leading  to  the  general  offices  of  the  company  on  the  second  floor.  At  the  westerly 
end  of  the  lobby,  and  directly  opposite  the  main  entrance,  there  willbe  large  double  doors  leading  to  the 
trains.     The  space  above  the  doors  and  the  transom  will  be  filled  with  stained  glass. 

On  the  right-hand  side  of  the  lobby  there  will  be  large  double  doors  leading  to  the  gentlemen's  waiting- 
room,  which  will  occupy  the  space  between  the  main  entrance  and  the  tower. 

To  the  left  of  the  lobby  will  be  similar  doors  opening  into  a  spacious  dining-hall,  which  will  be  first- 
class  in  every  respect. 

Around  the  corner,  in  the  Woodbridge  Street  front  of  the  main  building,  there  will  be  a  ladies'  entrance. 
This  front  is  also  projected  beyond  the  line  of  the  main  wall  sufficient  to  give  space  for  a  vestibule,  from 
which  will  be  the  entrance  to  the  ladies' waiting-room,  a  spacious  apartment  43  x  30  fl.,  with  its  high  ceil- 
ing panelled  with  hard  wood,  and  with  a  hard-wood  panelled  wainscoting  extending  6  ft.  above  the  floor.  To 
the  right  of  the  waiting-room  there  will  be  dressing-rooms,  to  the  left  the  ticket-office,  while  at  the  southerly 
end  there  will  be  wide  doors  leading  to  the  train  platform. 

The  ticket-ofiice  will  be  in  the  base  of  the  tower,  occupying  the  angle  between  the  two  waiting-rooms 
with  office  windows  opening  to  each. 

The  baggage-rooms  will  be  next  west  of  the  ladies'  waiting-room,  with  which  they  will  be  connected  by 
an  enclosed  passageway. 

Large  terra-cotta  fireplaces  of  original  design  and  extending  from  the  floor  to  the  ceiling  will  be  con- 
spicuous features  in  the  ladies'  waiting-room  and  the  dining-hall.  A  novelty  in  the  interior  arrangement 
of  the  station  will  be  the  wide  platform,  30  ft.  in  width,  which  will  extend  the  whole  length  of  the  Third 
Street  front.  It  will  be  surmounted  with  a  roof  of  glass  and  be  railed  off  from  the  tracks  by  an  ornamental 
paling,  in  which  will  be  gates  which  will  be  kept  closed  except  when  passengers  are  entering  the  cars  or 
coming  in  from  trains.  Between  the  tracks  there  will  be  wide,  sheltered  verandas,  beneath  which  passengers 
can  step  from  the  trains  without  exposure  to  the  weather. 

The  second  story  will  be  devoted  to  the  offices  of  the  company,  to  which,  besides  the  main  staircase  in 


394 


BUrf  DIXGS  A  AW   STRUCTURES   OF  AMERICAN  RAILROADS. 


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TERMJXAL   PASSENGER   DEEOTS.  395 

the  entrance  lobby,  there  will  be  a  private  spiral  staircase  in  the  turret  attached  to  the  great  tower  at  the 
angle  of  the  building.  The  general  and  private  offices  of  the  president  will  be  in  the  tower,  above  the  ticket- 
office  ;  and  clustered  around  these  will  be  the  offices  of  the  other  officers  of  the  road,  such  as  the  president's 
private  secretary,  the  general  attorney,  auditor,  superintendent,  and  chief  engineer.  Across  the  broad  hall 
at  the  rear  of  the  building  and  facing  the  tracks  will  be  the  offices  of  the  general  freight-agent,  paymaster, 
fuel-agent,  superintendent  of  the  Canada  Southern,  division  superintendent,  and  purchasing  agent. 

The  main  motive  for  the  architectural  treatment  of  the  building  is  the  leading  up  of  all  its  parts,  from 
both  directions,  to  the  main  tower.  This  tower  will  be  157  ft.  in  height  to  the  ridge,  and  will  be  a  con- 
spicuous and  imposing  object  from  every  point  of  view.  From  this  culminating  point  the  masses  of  the 
building  diminish  in  height  towards  the  end,  although  this  recession  is  prevented  from  becoming  monoto- 
nous by  the  bold  and  emphatic  perspective  of  the  gable  mass  at  the  base  of  which  will  be  the  main  cntnmces, 
and  by  the  lesser  projection  that  will  relieve  the  Woodbridge  Street  front. 

The  materials  to  be  used  in  the  construction  of  the  building  are  Philadelphia  pressed  brick,  red  terra- 
cotta, a  reddish-brown  sandstone  from  New  Jersey,  and  blue  and  red  slate, — the  latter  for  the  tower  only. 
The  stone  will  be  used  rock-face,  and  will  form  the  footing-courses,  steps,  string-courses,  and  tlie  first  stage 
of  the  tower  and  turret.  The  terra-cotta  will  be  used  in  the  arches,  string-courses,  crestings,  and  ridges  of 
the  roofs. 

Union  Passt'niri-r  Depot  at  Fort  Stiret,  Detroit,  Mic/i. —  The  Union  Passenger  Depot  at  Fort  Street 
Detroit,  Mich.,  on  which  construction  was  started  in  1890,  is  a  large  terminal  head-station,  designed 
by  Messrs.  Jas.  Stewart  &  Co.,  architects,  of  St.  Louis,  Mo.,  ])Ians  for  whicli  were  published  in  the 
Railway  Review  and  also  in  the  issue  o^  Engineering  News  of  Jan.  31,  1891,  Fig.  645  being  taken 
from  the  latter  publication.  The  same  issue  of  Engineering  News  contains  the  plans  for  a  propo.scd 
design  for  the  same  depot,  prepared  by  Mr.  Bradford  L.  Gilbert,  architect,  New  York  City,  N.  Y. 
The  description  of  the  adopted  design,  in  the  publication  mentioned,  is  as  follows: 

The  site  for  the  new  station  is  at  the  corner  of  Fort  and  Third  Streets,  a  few  blocks  north  of  the 
Michigan  Central  Station,  and  somewhat  further  removed  from  the  river  than  that  building.  The  heavy 
expense  for  foundations  necessary  in  the  made  ground  near  the  river  was  therefore  avoided  here.  Fort 
Street  is  one  of  the  principal  residence  streets  of  the  city,  and  a  large  church  with  high  spire  on  the  corner 
opposite  the  site  of  the  station  made  a  building  of  considerable  height  necessary  in  order  that  it  should  not 
be  dwarfed  by  the  church.  A  train-shed  was  not  called  for,  it  being  considered  better  to  put  all  the  money 
available  into  the  main  structure  and  place  shed  roofs  over  the  platforms,  leaving  the  train-shed  to  be  built, 
perhaps,  at  some  future  day. 

The  adopted  design  has  si.x  tracks  running  into  the  depot.  The  estimated  cost  for  the  new  depot  is 
set  at  $225,000.  The  frontage  on  Third  Street  is  138  ft.  and  on  Fort  Street  125  ft.  The  tower  is  about  170 
ft.     The  materials  are  to  be  red  brick  and  stone. 

Terminal  Passenger  Depot,  Chieago,  III.,  Wisconsin  Central  Railway. — The  Central  Station  of  the 
Wisconsin  Central  Railway,  at  the  corner  of  Fifth  Avenue  and  Harrison  Street,  Chicago,  111.,  designed 
by  Mr.  S.  S.  Beman,  architect,  and  built  under  the  direction  of  Mr.  W.  S.  Jones,  Chief  Engineer, 
W.  C.  Ry.,  plans  for  which  were  published  in  the  Inland  Architect  and  News  Record,  Vol.  13,  No.  i,  and 
in  the  issues  of  the  Raihvay  Review  of  February  23,  1889,  and  of  December  20,  1890,  is  a  large  L- 
shaped  terminal  head-station.     It  \z  described  as  follows  in  the  Rail-way  Review  of  December  20,  1S90: 

On  December  8,  1890,  the  Grand  Central  Station  of  Chicago  was  formally  opened  to  the  public.  The 
construction  of  this  building  was  begun  in  October,  1888,  and  in  the  time  which  has  since  elapsed  there  has 
arisen  the  finest  depot  building  in  Chicago,  and  one  of  the  most  magnificent  in  this  portion  of  the  country. 
Complete  in  all  its  appointments,  grand  in  its  proportions,  and  imposing  in  its  architecture,  it  commands 
admiration,  and  reflects  great  credit  upon  those  who  conceived  and  carried  out  the  enterprise  to  a  successful 
completion.  The  Chicago  &  Northern  Pacific  R.  R,,  the  Wisconsin  Central  lines,  and  the  Chicago,  St. 
Paul  &  Kansas  City  R.  R.  are  occupying  the  building  jointly,  and  they  may  all  greatly  increase  their  pas- 
senger traffic  without  becoming  cramped  in  their  facilities.  The  station  is  very  conveniently  located,  being 
almost  in  the  centre  of  the  city,  and  but  a  short  distance  from  most  of  the  other  prominent  railway  stations 
of  Chicago.  The  enterprise  was  undertaken  by  what  was  at  that  time  known  as  the  Chicago  &  Great 
Western  Railway,  a  short  double-track  road  by  which  the  Wisconsin  Central  lines  a.nd  the  Chicago,  St. 
Paul  &  Kansas  City  Railroad  obtained  an  entrance  into  the  city.     Since  that  time  the  Wisconsin  Central  has 


396 


BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


been  leased  by  the  Nortliern  Pacific  Railroad,  and  the  Chicago  &  Great  Western  is  now  known  as  the 
Chicago  &  Northern  Pacific.  The  engineer  in  charge  of  the  work  from  its  conception  was  Mr.  W.  S.  Jones, 
Chief  Engineer  of  the  Chicago  &  Northern  Pacific  Railroad.  The  architect  was  Mr.  S.  S.  Beman,  of  Chi- 
cago, and  tlie  iron  and  steel  work  of  the  train-shed  has  been  constructed  by  the  Keystone  Bridge  Co.,  Pitts- 
burg, Pa.,  of  which  C.  L.  Strobel,  of  Chicago,  is  chief  engineer. 


The  property  on  which  this  building  stands  extends  south  from  Harrison  Street  to  the  railroad  draw- 
bridge across  the  south  branch  of  the  Chicago  River,  some  300  feet  below  Taylor  Street,  and  west  from 
Fifth  Avenue  to  the  river,  and  comprises  an  area  of  over  15  acres.  South  and  west  of  the  river  there  is  also 
a  tract  of  land  comprising  about  8  acres  on  which  railroad  buildings,  roundhouses,  etc.,  are  located,  and 
still  further  south  there  is  another  piece  of  land  24  acres  in  extent  which  will  be  used  for  warehouses,  freight- 


TERMINAL   PASSENGER  DEPOTS.  397 

depots,  etc.  The  building  has  a  frontage  on  Harrison  Street  of  226  feet,  and  the  entire  building,  including 
baggiige-rooms,  express-offices,  etc.,  has  a  frontage  of  837  feet  on  Fifth  Avenue.  The  foundations  of  the 
buildings  are  very  massive,  and  the  superstructure  is  composed  of  brown  pressed  brick  and  Connecticut 
brown  stone.  The  foundations  are  carried  on  piles,  which  are  30  feet  long  urder  all  the  lighter  walls,  while 
under  the  main  walls  and  the  tower  they  are  50  feet  in  length.  The  piles  arc  capped  with  12  x  12-in.  oak 
timbers,  and  the  space  from  a  point  12  in.  below  the  top  of  the  piles  to  a  level  with  the  tops  of  the  caps  is 
rammed  full  of  Portland  cement  concrete,  and  above  this  there  is  a  course  of  12-in.  timber  spaced  about  4 
in.  apart  and  filled  in  with  concrete.  The  whole  is  then  covered  with  18  inches  of  concrete  on  top  of  which 
the  walls  are  built. 

A  portion  of  the  building  is  seven  and  the  remainder  four  stories  in  height.  The  tower  is  21 2A  ft. 
high  above  the  sidewalk.  The  lower  story  of  the  building  is  used  for  the  station  proper,  and  the  upper 
stories  for  offices. 

At  the  corner  of  the  building  four  very  heavy  walls  form  a  square  about  80  ft.  each  way.  This  portion 
of  the  building  extended  up  around  the  tower  forms  that  part  of  the  structure  which  is  seven  stories  high. 
The  remainder  of  this  plan  exterior  to  the  square  is  carried  up  four  stories  only.  The  office  portion  of  the 
building  is  in  most  respects  very  similar  to  modern  buildings  devoted  to  these  purposes,  and  needs  nf) 
special  description.  One  peculiarity  in  the  location  of  the  vaults  is  perhaps  worthy  of  notice.  A  number 
of  them  are  located  in  the  interior  of  the  building,  but  every  pilaster  in  the  north  and  east  walls  of  the 
building  is  made  hollow  and  utilized  for  the  location  of  a  vault. 

The  ground-plan  of  the  building  is  devoted  to  various  station  purposes,  and  the  baggage-rooms  are 
located  in  an  annex  which  extends  south  from  the  depot  along  Fifth  Avenue;  the  express-offices  are  located 
still  further  south  under  the  approacli  to  a  viaduct,  which  will  be  again  referred  to.  The  general  waiting- 
room  is  207  ft.  long  and  71  ft.  wide,  and  is  most  magnificent  in  its  appointments.  The  floor  is  of  marble 
tiling,  and  the  walls  are  faced  with  Tennessee  marble  to  a  height  of  about  8|  ft.  from  the  floor.  Above  that 
the  walls  are  perfectly  plain,  and  the  ceiling,  though  elegant  in  appearance,  is  also  characterized  by  its  sim- 
plicity of  design  and  color.  The  columns  are  circular  in  section,  and  finished  in  light  colors  corresponding 
with  the  ceiling  and  walls.  The  whole  effect  in  color  is  that  of  a  yellowish  tint,  verging  upon  a  cream 
color.  The  ceiling,  which  is  25  ft.  high,  is  divided,  by  the  columns  and  concealed  girders  resting  upon 
them,  into  a  number  of  squares,  in  the  centre  of  each  of  which  is  placed  a  circle  of  incandescent  lights. 
There  are  two  entrances  from  Fifth  Avenue  and  one  from  Harrison  Street,  in  addition  to  those  through 
the  base  of  the  tower.  On  the  west  side  of  the  room  is  the  large  ticket-office,  a  portion  of  which  is  divided 
off  for  the  use  of  palace-car  ticket-agents.  Along  one  side  of  the  ticket-office,  and  encroaching  somewhat 
on  its  floor  area,  a  news-counter  is  located,  and  just  north  of  it  there  is  a  commodious  check-room.  It  is 
almost  impossible  to  do  justice  to  the  fine  appearance  which  this  corner  of  the  room  presents. 

At  the  south  end  of  the  waiting-room  there  is  a  passage-w-ay  leading  out  to  a  corridor  extending  east 
and  west  between  the  main  building  and  the  baggage-room.  On  the  east  of  the  passage-way  there  is  a 
ladies'  waiting-room,  28  x  38  ft.,  with  a  private-room  and  a  toilet  annex.  On  the  other  side  of  the  passage- 
way the  space  is  divided  into  a  lunch-room,  barber-shop,  and  gentlemen's  toilets,  all  three  of  which  rooms 
are  approached  from  the  platform  of  the  train-shed,  or  may  be  entered  from  the  general  waiting-room 
The  general  finish  of  these  rooms  is  in  entire  keeping  with  the  remainder  of  tlie  building.  The  baggage- 
room  is  very  large,  being  160  ft.  long  and  32  ft.  wide.  The  baggage-room  h;.s  eight  doorways  opening  out 
on  a  platform  which  extends  along  the  baggage  tracks  from  which  these  cars  are  loaded  and  unloaded. 
The  exact  manner  of  handling  the  baggage  will  be  explained  in  connection  with  the  train-shed  and  the  uses 
to  which  the  tracks  are  put.  The  baggage-room  has  also  six  doorways  upon  its  Fifth  Avenue  side  by  which 
baggage  can  be  received  or  delivered. 

There  is  a  mezzanine  floor  located  south  of  the  general  waiting-room,  with  a  very  elegant  restaurant, 
56x74  ft.,  which  is  reached  by  a  marble  staircase  from  the  general  waiting-room,  and  also  by  means  of  a 
hallway  and  staircase  which  lead  to  the  corridors  between  the  baggage  and  general  waiting-room.  Adjacent 
to  the  restaurant  there  is  a  kitchen,  sto'e-room,  etc.,  and  an  elevator  shaft  by  which  supplies  can  be  obtained 
from  the  basement  under  the  baggage-room.  The  emigrants'  waiting-room  occupies  all  of  the  floor  above 
the  baggage-room,  and  is  entirely  detached  from  the  remainder  of  the  depot.  The  entrance  and  exit  to  this 
room  are  at  the  south  end,  where  a  flight  of  stairs  leads  down  to  a  vestibule  on  the  first  floor,  from  which 
doorways  lead  to  the  street  and  also  to  an  adjacent  platform. 

Just  south  of  the  train-shed  Polk  Street  crosses  the  tracks,  and  it  became  necessary  to  construct  a 
viaduct  at  this  point  in  order  to  avoid  a  grade-crossing.  The  nature  of  the  locality  made  it  necessary  that 
the  approach  to  the  viaduct  should  be  made  parallel  to  Fifth  Avenue,  and  the  entrance  to  it  has  been  located 
just  south  of  the  Dat'gage-room.  Rising  by  an  easy  incline,  it  continues  parallel  with  Fifth  Avenue  until 
Polk  Street  is  reached,  where  it  connects  with  the  viaduct  extending  across  the  tracks.  The  api>roach  is 
constructed   entirely  of  masonry,  filled  with  earth  until  a  sufficient  height  is  reached  to  enable  the  space 


39^  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

enclosed  by  the  walls  to  be  utilized,  and  from  that  point  the  earth  filling  ceases  and  the  masonry  walls  are 
pierced  by  windows  and  doors  necessary  for  utilizing  the  interior  as  express-offices.  The  express  storage- 
room  is  27  X  144  ft.,  and  at  the  north  end  of  it  there  are  two  offices,  each  18  x  13  ft.  6  in.  Across  the  pas- 
sage-way there  are  suitable  toilet-accommodations  provided.  The  express-room  is  situated,  in  relation  to 
the  street  and  railroad  tracks,  in  much  the  same  manner  as  the  baggage-room. 

Facing  upon  Harrison  Street  there  is  a  very  large  carriage  court,  117  ft.  deep  and  149  ft.  wide,  to  which 
entrance  is  obtained  by  three  large  archways.  It  is  separated  from  the  train-shed  by  a  partition  which  is 
composed  largely  of  glass.  The  court  is  paved  with  lithogen.  The  platform  surrounding  it  on  three  sides 
is  one  step  higher  than  the  court,  and  is  six  steps  higher  than  the  platform  in  the  train-shed.  The  descent 
to  the  platform  in  the  shed  is  made  just  inside  of  the  partition  between  the  shed  and  carriage  court.  Under- 
neath this  court  are  located  the  boilers,  steam-engines,  and  other  machinery  necessary  for  the  heating  and 
lighting  of  the  entire  plant,  the  operation  of  its  elevators,  etc.  Two  large  vertical  boilers  of  tlie  Hazleton 
type  are  located  close  to  the  west  wall  of  the  building,  and  extend  up  from  the  basement  into  the  court, 
where  they  are  entirely  encased  with  brickwork.  The  stack  is  located  between  the  boilers,  and  the  gases 
pass  into  it  at  a  point  just  above  the  boilers,  thus  making  a  very  neat  and  compact  arrangement,  which  not 
only  has  the  advantage  of  saving  much  valuable  floor-space,  but  makes  it  possible  to  employ  one  of  the  most 
economical  types  of  boilers.  Each  boiler  has  two  furnaces  fitted  with  Roney  automatic  stokers.  The 
dynamo-room  contains  two  Spcrry  dynamos  for  arc-lighting,  and  five  Edison  machines  for  incandescent 
lamps,  and  these  machines  when  used  to  their  full  capacity  will  furnish  power  for  60  arc-Hghts  of  2000 
candle-power  eacli,  and  5000  incandescent  lights,  of  which  about  500  will  be  32  and  the  remainder  16  candle- 
power.  The  elevator  machinery  is  of  the  type  employing  horizontal  cylinders  and  rams  located  in  the 
basement,  and  the  water  for  their  operation  is  furnished  by  Worthington  compound  duplex  pumps. 

The  train-shed  and  system  of  tracks  connected  with  this  depot  form  a  most  interesting  feature  of  these 
terminals,  and  are  deserving  of  considerable  attention.  The  roof  of  the  train-shed  is  supported  by  15 
trusses,  having  a  clear  span  of  119  ft.  They  are  spaced  40  ft.  apart  froin  centre  to  centre,  making  the  length 
of  the  shed  560  ft.  between  centres  of  end  trusses.  From  out  to  out  it  is  562  ft.  6  in.  The  radius  of  the 
inner  circle  of  the  arch  is  59  ft.  6  in.,  or  one  half  of  the  clear  span,  thus  making  the  arch  a  semi  circle.  Tlie 
radius  of  the  outer  circle  is  76  ft.  6  in.  The  truss  is  3  ft.  deep  at  the  centre  and  2  ft.  6  in.  wide  throughout. 
At  the  intersection  of  the  outer  circle  with  the  vertical  member  projected  up  from  the  foundation,  the  truss 
is  9  ft.  loj  in.  deep  (measured  radially),  and  at  the  base  it  is  3  ft.  x  2  ft.  6  in.  The  lower  chord  is  composed 
of  two  angle-irons  6x6  in.,  and  the  upper  chord  of  two  angles  4x6  in.  The  roof  has  an  overhang  of 
II  ft.  9  in.  on  each  side,  making  the  total  width  of  the  train-shed  142  ft.  6  in.  The  monitor  is  17  ft.  6  in. 
high  and  14  ft.  wide,  and  has  a  glass  roof.  There  is  also  24  ft.  of  glass  on  each  side  of  the  monitor  for  its 
whole  lengtli,  and  about  two  thirds  of  the  roof  of  the  overhang  on  each  side  is  of  glass.  The  courses  of 
masonry  in  the  piers  which  constituted  the  foundation  of  the  trusses  are  inclined  sufficiently  to  beat  right 
angles  to  the  line  of  thrust,  and  there  is  a  heavy  compression  member  extending  diagonally  from  the  base  of 
the  perpendicular  member  to  the  angle-irons  which  form  the  inner  arc  of  the  truss.  This  transfers  the 
thrust  to  the  foundation-stone,  and  the  inner  arc  of  the  truss,  though  continued  below  its  connection  with 
the  diagonal,  has  no  direct  bearing  upon  the  foundation.  The  train-shed  is  open  at  the  sides.  That  portion 
of  the  roof  not  covered  witlv  glass  is  covered  with  corrugated  galvanized  steel,  and  the  south  end  truss  is 
also  covered  on  its  outer  face  with  the  same  material.  The  two  feet  of  this  truss  are  encased  in  a  cast-iron 
base  of  suitable  design,  which  enhances  the  architectural  effect. 

There  is  a  certain  amount  of  space  between  the  arched  roof  of  the  train-shed  and  the  main  building 
which  must  be  roofed  over  to  protect  the  platforms.  This  roofing  is  supported  upon  light  girders,  and  con- 
sists partly  of  corrugated  steel  and  partly  of  glass.  It  has  a  slight  dip  toward  the  train-shed  roof,  so  that 
the  water  is  drained  off  at  the  junction  between  the  two.  One  end  of  these  light  girders  is  supported  on  the 
train-shed  roof,  and  the  other  is  built  into  the  wall  of  the  maiti  building.  The  tracks  between  the  baggage- 
room  and  the  train-shed  proper  are  also  covered  in  the  same  manner,  but  as  the  span' is  a  great  deal  longer 
the  roof-trusses  are  considerably  heavier.     A  large  portion  of  this  roof  is  also  of  glass. 

There  are  six  tracks  within  the  train-shed,  and  one  extending  along  the  east  and  west  sides,  just  under 
the  overhanging  roof.  Still  further  east  there  are  three  more  tracks,  two  of  which  terminate  in  front  of  the 
baggage-room,  and  the  third  in  front  of  the  express-office.  Taking  the  tracks  in  their  order  from  F^fth 
Avenue  west,  the  first  is  used  wholly  for  loading  and  unloading  express-cars  at  the  office.  The  next  two 
tracks  are  used  for  baggage,  the  first  being  for  in-bound  and  the  second  for  out-bound  baggage.  The  in- 
bound baggage  is  taken  from  the  cars  directly  on  to  a  platform  the  same  height  as  the  floor.  The  out-bound 
baggage  is  carried  over  the  same  platform  and  around  the  inner  ends  of  the  tracks,  where  it  is  delivered  on 
trucks  which  are  operated  on  a  lower  platform  between  the  second  baggage-track  and  the  one  west  of  it. 
This  next  track,  the  fourth  from  the  street,  is  intended  for  suburban  traffic  only.  The  remaining  six  tracks 
within  tlie  train-slied,  and  the  one  extending  along  the  west  side  of  it,  are  used  for  regidar  passenger  traffic, 


TERMINAL   PASSENGER   DEPOTS.  399 

both  in  and  out  bound.  The  track  farthest  west  also  extends  north  along  the  west  side  of  the  main  build- 
ing, so  that  coal  can  be  taken  in  cars  directly  to  the  basement  in  which  the  boiler-furnaces  are  located,  and 
aslies  and  other  refuse  can  be  taken  therefrom. 

The  tracks  in  this  train-shed  are  laid  in  a  most  substantial  manner,  and  no  expense  has  been  spared  to 
make  them  all  that  could  be  desired.  When  the  ground  was  cleared  preparatory  to  putting  in  the  tracks 
and  platforms  the  space  occupied  by  the  tracks  was  first  filled  to  a  depth  of  four  inches  with  broken  stone, 
which  was  rammed  and  solidly  packed.  The  next  course  was  four  inches  of  screenings,  which  was  rolled  by 
a  seven-ton  roller.  Above  this  were  placed  the  Portland-cement  walls  for  the  support  of  the  track,  with 
concrete  bases.  The  space  between  these  walls  was  floored  with  eight  inches  of  brick  laid  to  form  an 
inverted  arch.  The  troughs  were  then  filled  as  shown,  on  which  was  placed  a  four-inch  course  of  broken 
stone,  and  the  whole  covered  with  four  inches  of  concrete.  The  longitudinal  wooden  beams  on  which  the 
rails  are  laid  are  8x12  in.  and  secured  by  anchor-bolts  about  four  feet  apart.  The  surface  between  the 
tracks  is  dished  for  drainage  purposes,  and  is  also  graded  longitudinally  with  the  train-shed,  having  slight 
summits  So  ft.  apnrt,  midway  between  which  there  are  catch-basins  covered  with  iron  gratings  and  connect- 
ing with  the  sewer.  The  six  tracks  within  the  train-shed  are  grouped  in  pairs,  and  between  each  group 
there  is  a  platform  19  ft.  wide,  composed  of  lithogen  6  in.  thick,  supported  upon  12-in.  walls  of  the  same. 
'  The  space  between  the  rails  of  one  track,  instead  of  being  filled  with  earth,  is  used  as  a  conduit.  This  con- 
duit will  be  used  for  pipes  supplying  steam  the  whole  length  of  the  train-shed,  so  that  cars  may  be  heated 
before  the  locomotive  is  attached.  It  will  also  contain  air-pipes  supplying  the  electro-pneumatic  interlocking 
signals  used  in  the  yards  below,  and  water-pipes  by  means  of  which  an  abundance  of  water  for  flushing  the 
tracks  and  platforms  can  be  obtained.  It  will  also  be  utilized  for  electric  wires  wliich  will  lead  from  various 
parts  of  the  shed  to  the  train-despatcher's  office,  located  above  the  depot-master's  office  at  the  head  of  the 
train-shed.  When  trains  are  ready  to  proceed  a  signal  can  thus  be  given  by  the  conductor  to  the  despatcher, 
who  in  turn  will  operate  an  enunciator  in  the  signal-tower,  calling  attention  of  the  operator  at  that  point  to 
the  fact  that  a  certain  route  is  desired  through  the  yards  and  out  onto  the  main  line. 

Just  south  of  the  viaduct  over  Polk  Street  an  interlocking  tower  is  located,  which  contains  a  24-lever 
electro-pneumatic  signaling  machine,  furnished  by  the  Union  Switch  and  Signal  Co.  This  machine  controls 
all  the  switches  and  signals  in  its  immediate  vicinity.  The  two  tracks  (Nos.  i  and  2),  from  which  all  others 
branch  out  to  the  depot  and  to  expre.ss  and  baggage  tracks,  are  the  in  and  out  bound  main  lines.  The 
three  tracks  (Nos.  4,  6,  and  8)  to  the  west  of  them  are  passenger  sidings,  as  are  also  two  tracks  (Nos.  3  and 
5)  to  the  east  of  them.  Ne.xt  to  the  freight-house  on  Fifth  Avenue  south  of  Polk  Street  tliere  are  two 
freight-tracks  (Nos.  9  and  11),  and  between  them  and  the  passenger  sidings  there  is  one  neutral  track  (No. 
7).  The  tracks  all  unite  into  two  lines  which  pass  over  the  drawbridge.  On  this  bridge  there  is  another 
interlocking  tower,  containing  a  12-lever  machine,  which  controls  all  switches  and  signals  grouped  at  the 
southern  end  of  the  yard.  The  compressed  air  for  operating  all  the  machinery  connected  with  both  inter- 
locking cabins  is  furnished  by  air-compressors  in  the  basement  of  the  station  building.  There  are  several 
features  of  interest  in  connection  with  the  cabin  on  the  drawbridge,  one  of  the  chief  of  which  is  the  fact 
that  the  engine  for  swinging  the  bridge  will  hereafter  be  run  by  air.  As  compressed  air  was  piped  to  the 
bridge  anyway,  it  was  deemed  advisable  to  do  away  with  the  steam-boiler  and  its  attending  annoyances,  and 
put  in  a  second  air-main  to  run  the  engine.  A  three- inch  pipe  is  carried  down  the  yard  for  this  purpose, 
and  a  two-inch  one  for  the  operation  of  switches  and  signals.  These  extend  to  the  bank  of  the  river,  and  in 
company  witli  two  other  three-inch  pipes  containing  electric  wires,  pass  down  into  the  river-bed,  across  to 
the  central  pier,  and  thence  up  to  the  bridge  and  cabin.  The  construction  of  the  central  pier  made  it 
impossible  to  go  up  through  the  centre  of  it ;  consequently  the  pipes  were  carried  up  the  outside,  and  elbow- 
joints  are  employed  to  make  connections  with  the  bridge,  and  permit  the  latter  to  be  swung.  The  machine 
in  this  cabin  also  differs  from  others  heretofore  constructed,  in  that  the  valves  of  the  machine,  instead  of 
being  operated  by  air,  are  electrically  controlled,  and  air  does  not  come  into  service  at  any  point  between 
the  switch  and  the  lever-machine.  Some  distance  south  of  the  drawbridge  a  third  tower  is  located,  also 
containing  a  [2-Ievcr  machine,  and  the  electro-pneumatic  block  system  is  employed  as  far  as  Ogden  Avemio, 
a  distance  of  3.7  miles,  in  which  distance  there  are  ten  blocks. 

Terminal  Passi-n,^cr  Depot  at  Chicago,  III.,  Chicago  &•'  NortJnvestcrn  Railway. — The  passenger  depot 
of  the  Cliicago  vV-  Northwestern  Railway  at  Chicago,  III.,  shown  in  Fig.  646,  designed  by  Mr.  W.  W. 
Boyington,  architect,  Chicago,  111.,  is  a  large  and  handsome,  substantially  built  head-station,  plans 
for  which  were  published  in  the  issue  of  the  American  Architect  and  BuilJing  News  of  Feb.  19,  1881, 
and  in  the  issue  of  the  Railroad  Gazette  of  June  3,  1881,  and  is  described  as  follows  in  the  latter 
publication  : 


4O0 


BUII.DIXGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


This  structure  is  intended  for  a  general  passenger  depot  and  office  building  of  the  Chicago  &  North- 
western Railway  in  Chicago,  at  the  corner  of  North  Wells  and  East  Kinzie  streets.  The  material  is  red 
pressed  brick  and  Lake  Huron  French  gray  sandstone,  treated  in  the  Queen  Anne  style. 

There  are  two  passenger  waiting-rooms.  One,  which  is  termed  the  platform  story,  down  from  the 
principal  streets  half  a  story.  The  size  of  this  room  is  126  ft.  x  56  ft.  It  contains  a  ticket-office  and  lunch- 
room, gentlemen's  and  ladies'  departments,  etc.  This  floor  has  also  the  biiggage  rooms,  217  ft.  x  25  ft.,  in 
a  side  building;  also  an  express  building,  150  ft.  x  15  ft.     This  is  but  one  story  high. 

The  main  and  grand  gentlemen's  and  ladies'  waiting-room  is  upon  a  level  with  the  main  street  entrance. 
It  in  itself  is,  without  doubt,  one  of  the  most  complete  and  commodious  passenger  rooms  yet  erected.  It 
is  144  ft.  X  60  ft.  in  the  clear.     It  has  been  finished  in  hard  wood,  void  of  all  gingerbread  finery.     The  walls 


Fig.  646. — PERSrECTiVE. 


are  painted  in  oil,  the  ceilings  beautifully  frescoed  in  keeping  with  the  wood  work,  all  of  which  is  in  the 
Eastlake  or  modern  Gothic  style.  On  this  floor  there  are  a  commodious  dining-room,  kitchen,  store-room 
and  pantries,  lavatories  for  ladies  and  gentlemen,  a  ladies'  parlor  (a  little  gem),  the  main  ticket-offices,  and 
the  Pullman  ticket-office.  From  this  main  floor  there  are  two  large  flights  of  hard-wood  stairs  leading  to 
the  two  stories  of  offices  above,  which  are  finished  off  in  liard-wood,  and  now  occupied  by  several  depart- 
ments of  the  road. 

The  main  platforms  and  tracks  are  covered  with  an  iron  shed  125  ft.  x  400  ft.,  containing  nine  tracks. 

The  total  cost  of  the  buildings  and  platforms  is  §250,000. 

The  Chicago  &  Northwestern  has  three  separate  lines  out  of  Chicago,  and  originally  each  of  these  had 
its  own  Chicago  station,  and  until  this  building  was  completed  one  important  station  was  on  the  west  side 
of  the  river.  At  the  new  structure,  which  is  very  near  the  business  centre  of  the  city  (connected  with  it  by 
a  bridge  and  a  tunnel),  there  will  be  room  to  concentrate  the  whole  passenger  business. 


TER.UINAL   PASSEiYGER  DEPOTS.  401 

Union  Passenger  Depot  at  Van  Buren  Street,  Chicago,  III. — The  Union  Passenger  Depot  at  Van 
Buren  Street,  Chicago,  111.,  for  the  use  of  the  Rock  Island,  the  Lake  Shore,  and  the  N.  Y.,C.  &  St.  L. 
Railways,  is  a  very  large  and  substantially  built  terminal  head-station.  The  depot  is  600  ft.  long, 
and  172  ft.  wide,  with  towers  at  the  front  about  200  ft.  high.  A  cut  of  this  depot  was  published  in 
the  Pailicay  Pez'ieri'  of  Nov.  12,  1887. 

Tcnninal  J'assenger  Depot  at  C/iicago,  JIL,  Chicago  6^  Western  Indiana  Railroad. —  The  passenger 
depot  of  the  Chicago  &  Western  Indiana  Railroad  at  Chicago,  111.,  designed  by  and  Iniilt  under  the 
supervision  of  Mr.  Cyrus  L.  W.  Eidlitz,  architect.  New  York,  N.  Y.,  is  a  large  and  handsmne  head- 
station,  jjlans  for  which  were  published  in  the  issue  of  the  Raihvay  Review  of  July  12,  icS84,  in  the 
issue  of  Building  of  September,  18S5,  and  in  the  issue  of  Harper's  Weekly  of  November  7,  1885. 
The  description  of  the  building  in  the  issue  of  the  Railway  Rcvietc  mentioned  is  as  follows: 

The  depot  will  be  in  the  shape  of  an  L,  and  will  have  a  frontage  on  Polk  Street  of  213  ft.  On  the  right, 
Fourth  Avenue,  it  will  run  back  200  ft.,  and  on  the  opposite  side,  Third  .Vveniie,  the  building  proper  and 
the  one-stoiy  extension  will  have  a  depth  of  446  ft.  The  materials  to  be  used  in  the  construction  are  Phila- 
delphia pressed  brick;  red  terra-cotta  trimmings,  from  the  Perth  Amboy,  N,  J.,  works;  a  reddish-brown 
sandstone  from  New  Jersey ;  and  a  blue  and  red  slate,  the  latter  for  the  roofs.  The  stone  will  be  used  rock- 
faced,  and  will  form  the  footing-courses,  steps,  string-courses,  and  the  first  stage  of  the  tower  and  turret. 
The  teria-cotta  will  be  used  in  the  arches  (which  are  quite  numerous),  string-courses,  and  ridges  of  the  roof. 

Tlie  building  will  be  three  stories  high  on  the  corners,  and  two  and  a  half,  including  the  dormer-win- 
dows, in  the  centre.  A  feature  of  the  new  depot  is  the  three-story  part  on  the  corner  of  Polk  Street  and 
Third  Avenue.  Its  dimensions  are  48  x  65  ft.,  and  its  tall  gable-roof  and  dormer-windows  will  have  quite  a 
picturesque  effect.  The  ground-floor  of  this  building  will  be  a  large  open  lobby,  with  three  large  arched 
entrances  on  each  corner,  which  are  protected  by  an  iron  veranda  projecting  over  the  sidewalk.  Access 
from  this  lobbv  is  obtained  to  the  ticket-offices,  the  ladies'  and  general  waiting-roon)s,  and  lobby  vestibule 
to  train-shed.  The  ladies'  waiting-room,  40  ft.  square,  and  toilet-rooms,  directly  south  of  the  Polk  Street 
entrance,  are  to  be  fitted  up  elaborately.  The  floors  will  be  of  marquetry,  and  the  ceilings  and  wainscoting 
will  be  finished  in  hard  woods.  The  same  attention  will  be  paid  to  the  general  waiting-room,  which  occu- 
pies a  space  of  135  x  40  ft. 

The  remainder  of  the  Polk  Street  front  is  a  two-story  and  dormer-window  building,  broken  a  little  to 
the  right  of  the  centre  by  a  tall  clock-tower,  which  will  be  195  feet  in  height  and  directly  facing  Dearborn 
Street,  and  when  that  thoroughfare  is  opened  for  travel  will  be  seen  from  the  heart  of  the  city.  The  tower 
will  contain  the  main  entrance,  the  vestibule  of  wdiich  will  be  ornamented  with  terra-cotta  and  glazed  brick 
of  variegated  designs.  The  floor  will  be  a  handsome  tile  one,  also  of  various  colors.  The  interior  decora- 
tion of  the  large  lobby  on  the  northeast  corner  will  resemble  the  tower  vestibule.  The  ground-floor,  corner 
Polk  Street  and  Fourth  Avenue,  25x80  ft.,  will  be  devoted  to  a  large  dining-room,  wliich  will  have  a  com- 
plete restaurant  attachment.  The  window  transoms  of  the  first-story  will  be  of  stained  glass,  cathedral 
pattern. 

The  extension  on  the  east  side  will  be  fitted  up  for  outgoing  baggage  and  express  traffic.  On  the 
opposite  side  the  incoming  baggage  will  be  taken  care  of. 

Particular  attention  will  be  paid  to  the  fitting  up  of  the  basement  wliich  is  very  large  and  roomv.  having 
12  ft.  headway.  It  will  be  used  for  a  variety  of  purposes,  boiler  and  engine-room  for  sieam-hcating,  elevat- 
ing powar,  etc.  That  part  directly  under  the  dining-room  will  be  used  for  a  kitchen  ;  that  under  the  wait- 
ing-room for  barber-shop,  closets,  etc.;  and  that  under  the  main  lobby  will  be  fitted  up  tastefully  for  an 
emigrant  waiting-room.  This  room  will  be  wainscoted  and  plastered.  Ventilation  will  be  made  as  nearly 
perfect  as  possible,  and  light  will  be  obtained  by  the  means  of  the  Hyatt  lights.  The  second  story  is  reached 
in  tw-o  places.  There  will  be  two  iron  flights  of  staircases  in  the  tower  and  one  on  Third  Avenue,  back  of 
the  ladies'  waiting-room.  The  second  and  third  stories  will  contain  the  offices,  and  they  will  be  elegantly 
finished  in  liard  woods,  and  will  be  used  by  the  officers  of  the  company  and  their  assistants. 

The  train-shed  will  commence  at  the  rear  of  the  main  building  and  between  the  two  wings,  and  extend 
out  beyond  the  wings, — in  all  a  distance  of  600  ft.  The  shed  will  contain  10  parallel  tracks,  and  just  outside 
there  will  be  14.  The  roof  will  be  of  glass  and  corrugated  iron,  and  will  be  supported  by  iron  trusses  20  ft. 
apart.  The  ornamentation  at  the  south  end  of  it  will  be  quite  striking,  being  made  up  of  circular  and 
square  window-heads,  ornamental  posts,  brackets,  etc.  Both  the  depot  and  yard  are  to  be  lighted  by  elec- 
tricity. The  following  companies  will  enter  the  new  depot:  Chicago  &  Grand  Trunk;  Wabash,  St.  Louis 
&  Pacific;  Chicago  iSi  .Atlantic;  Louisville.  New  Albany  &  Chicago;  and  Chicago  &  Eastern  Illinois.  The 
estimated  cost  of  the  completed  structure  is  $500,000. 


402 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


Union  Passenger  Depot  at  St.  Louis,  Mo. — In  tlie  issue  of  the  Engineering  News  of  October  3, 
1891,  the  first-prize  design   for  a  proposed   Union    Passenger   Depot  at   St.  Louis,  Mo.,  is  illustrated 


and  described,  from  which  publication  Fig.  650  is  reproduced  by  permission.     'I'he  accepted  design 
was  prepared  by   Messrs.   Theodore  C.  l.ink  and  Rdward  A.  Cameron,  architects,  St.  Louis,  Mo.     It 


\ 


TERMINAL   PASSENGER   DEPOTS. 


403 


is  also  illustrated  in  the  issue  of  the  Railroad  Gazette  of  July  24,  1891,  reproduced  by  permission  in  Figs. 
647  to  649,  the  description  of  the  structure  as  published  in  the  Railroad  Gazette  being  as  follows: 

The  Terminal  Railroad  Association,  operating  the  St.  Louis  Union  Depot  and  the  Bridge  and  Terminal 
Railroad  System,  some  months  since  acquired  land  at  Twentieth  and  Market  streets  for  a  new  station  to 
take  the  place  of  the  present  insulTicient  quarters,  and  a  number  of  architects  presented  plans  in  competition 
for  the  proposed  new  depot.  The  accepted  design  is  a  handsome  stone  and  brick  head-station,  with  a  train- 
shed  covering  thirty  tracks.  This  train-shed  will  be  larger  than  any  e.xisting  station  in  this  country,  being 
606  ft.  wide,  including  the  baggage-room,  etc.,  at  the  sides.  It  is  600  ft.  long,  exclusive  of  the  50-ft.  trans- 
verse platform  between  the  head-house  and  the  ends  of  the  tracks,  but  some  of  the  tracks  are  1000  ft.  long. 


Fio.  648. — Ground-plan  of  Main  Floor. 
A,  Smoking-room;  B,  Gentlemen;  CC,  Ambulatory;  £>,  Package-room;  E,  Main  Hall ;  F,  Ladies;  G,  Dining-hall  ;  H,  Kitchen. 


Fig.  649. — Ground-plan  of  Basement. 
A',  Emigrant  Waiting-room  ;  Z,,  Ticket-ofiice  ;  .1/,  Concourse  ;  N,  Barber-shop ;  O,  Mail-room  ■  P,  Telegraph  ;  Q,  Restaurant ; 

R^  Carriage  Concourse;  T,  Conductors'  Lobby. 


It  is  not  proposed  co  cover  the  whole  with  a  single-span  roof,  there  being  four  rows  of  pillars  for  inter- 
mediate supports. 

The  head-house  is  456  ft.  long  by  So  ft.  wide.  The  basement-floor  is  on  a  level  with  the  tracks,  and  the 
"concourse"  in  the  centre  contains  10,530  sq.  ft.  The  telegraph -office  in  this  story  has  a  mezzanine  floor. 
The  floor  of  the  carriage  concourse  is  on  a  level  with  the  street  and  about  4  ft.  higher  than  the  track.  On 
the  main  floor  the  general  waiting-room  aggregates  10,530  sq.  ft.;  the  gentlemen's  rooms  3300,  and  the 
ladies' rooms,  including  the  retiring  and  matron's  rooms,  5760;  the  dining-room  4500,  and  the  smoking- 
room  2340  sq.  ft.  It  will  be  observed  that  the  main  entrance  is  approached  by  an  inclined  walk  from  either 
direction,  so  that  there  are  no  steps  to  climb,  and  wide  stairways  on  either  side  of  the  main  entrance  lead  to 
the  concourse  in  the  basement.  The  parte  cochhre  is  located  outside  the  inclined  approaches.  The  train 
platforms  are  reached  from  the  main  waiting-hall  directly  by  two  stairways. 


404  BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS. 

The  general  waiting-room  has  ample  skylight  and  ceiling  light.     There  are  numerous  exits  for  incom- 
ing passengers  at  the  sides  of  the  train-shed  on  the  side  streets.     There  are  two  entrances  specially  for  the 


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ofHce  floors  in  the  upper  part  of  the  building,  and  each  has  two  liydraulic  elevators.     The  kitchen,  connected 
with  the  restaurant,  has  a  separate  freight-elevator.     The  plans  include  a  sub-basement  7  ft.  6  in.  high,  not 


TERMINAL   PASSENGER   DEPOTS.  405 

without  some  daylight,  to  protect  the  basement-floor  from  dampness.  The  boiler-room  is  under  the 
carriage  concourse.     Each  of  the  two  office  floors  has  about  30  large  rooms. 

The  architects  have  made  elaborate  plans  for  heating  and  ventilation,  using  power  fans  and  heated 
flues.  Steam  radiators  are  provided  in  every  room,  and  it  is  proposed  that  the  air  forced  in  by  the  fans 
shall  be  heated  only  to  70  degrees,  so  as  not  to  produce  an  unpleasant  draught  at  the  discharge.  Dust- 
screens  and  spray-wasliers  will  be  provided  to  remove  the  dust  from  the  air  and  to  moisten  it  so  as  to  do 
away  with  the  unpleasant  dryness  of  heated  air.  It  is  expected  to  so  arrange  the  water-closets  that  the  cir- 
culation of  air  will  always  be  from  the  corridors  to  the  closets  and  out  through  the  exhaust  flues.  All  the 
ventilating  flues  will  discharge  into  the  roof-space,  and  each  will  have  a  self-closing  valve  at  the  top. 

T  he  outer  walls  of  the  building  are  to  be  of  Missouri  gray  granite,  backed  with  brick  up  to  the  second- 
story  sill,  and  brick  with  stone  trimmings  above;  and  the  style  is  Romanesque.  The  tower  will  be  about 
200  ft.  high.  For  the  interior  decoration  of  the  two  main  floors  materials  will  be  employed  which  are  of  a 
permanent  character  and  will  not  require  painting.  The  walls  of  all  rooms  on  the  ground-floor  are  lined 
with  enamelled  brick  or  tiling  about  5  ft.  high,  and  above  this  bufif  Roman  bricks.  They  will  show  exposed 
ceiling-beams  and  have  marble  floors.  The  walls  of  the  main  floor,  however,  are  treated  with  a  composition 
known  as  art  marble.  The  public  rooms  in  this  story  have  Mosaic  floors.  The  estimated  cost  of  the  entire 
improvement,  including  the  train-sheds,  is  placed  at  SSoo.ooo. 

The  train-shed,  designed  by  Mr.  Geo.  H.  Pegram,  consulting  engineer,  is  very  well  described  and 
fully  illustrated  in  the  issues  of  En\;incering  News  of  April  2,  21,  and  28,  1892,  from  which  jjuhliration 
the  illustrations  Figs.  651  to  653  are  taken.  The  following  description  is  taken  from  the  same 
source  : 

The  train-shed  is  601  ft.  wide  from  c.  to  c.  of  outer  columns,  covering  thirty  tracks,  and  700  ft.  long 
from  wall  of  head-house  to  centre  of  end  columns.  Of  this  length  70  ft.  will  be  an  auxiliary  shed,  covering 
the  wide  transverse  platform  and  connecting  the  head-house  with  the  train-shed  proper,  the  main  part  of 
the  latter  being,  therefore,  630  ft.  long.  The  height  to  centre  pin  of  top  chord  of  middle  span  at  the  head- 
house  end  will  be  74  ft.  and  the  height  of  end  pins  of  bottom  chords  of  side  trusses  20  ft.  The  total  width 
of  601  ft.  is  made  up  of  a  centre  span  of  141  ft.  3><  in.,  two  flanking  spans  of  139  ft.  2^  in.  each, and  two  side 
spans  of  90  ft.  S  in.  each.  The  side  columns  are  placed  30  ft.  apart,  c.  to  c,  longitudinally,  while  the  columns 
of  the  three  interior  rows  are  placed  60  ft.  apart.  The  roof-trusses  are  30  ft.  apart,  every  alternate  truss 
resting  on  the  longitudinal  girders  carried  by  the  columns. 

The  design  of  the  train-shed  was  limited  by  these  conditions  :  tlic  height  should  not  exceed  a  certain 
amount,  in  order  to  avoid  overshadowing  the  head-house;  tlie  plan  was  to  be  accommodated  to  a  previously 
adopted  system  of  tracks  ;  and  the  cost  was  not  to  exceed  a  given  figure. 

The  natural  tendency  in  designing  a  building  of  this  great  width  and  small  height  would  be  to  make 
what  would  appear  to  be  more  or  less  a  set  of  parallel  buildings.  The  main  aim,  architecturally,  was  to 
preserve  the  unity  of  design  and  make  its  size  more  impressive,  by  avoiding  as  far  as  possible  any  idea  of 
division  which  the  necessary  intermediate  lines  of  supports  would  cau.se.  The  conspicuous  part  of  the 
interior  will,  of  course,  be  the  roof-sheathing,  which  limits  the  vision,  and  this  has  been  made  in  the  form  of 
a  single  arch.  It  is  believed  that  the  bottom  chords,  hanging  like  chains  from  the  columns,  will  produce  an 
effect  of  drapery,  or  at  least  an  effect  of  continuity,  over  the  columns  something  like  the  sag  in  a  circus  tent 
from  the  poles,  which  will  tend  to  neutralize  the  rigid  divisions  by  intermediate  supports. 

The  central  skylight  is  covered  with  glass  its  entire  length,  with  louvre  slats  in  the  sides.  The  lateral 
skylights  have  glass  and  louvres  in  the  sides  to  prevent  a  darkening  effect  of  the  building  from  the  fall  of 
snow,  and  also  to  give  better  ventilation,  as  the  building  fronts  south,  from  which  the  prevailing  wind  blows. 
The  building  is  made  as  good  as  possible  in  detail  ;  no  wood  being  used,  except  for  sheathing,  and  all  glass 
being  of  a  heavy  corrugated  pattern,  set  in  copper  bars,  the  glass  being  all  clear,  except  in  the  south  end, 
where  it  will  have  an  amber  tint.  The  train-shed , will  be  symmetrical,  except  that  eight  rafters  over  the 
baggage-room  will  be  strengthened  to  carry  the  second  floor  thereof,  and  the  longitudinal  girders  between 
the  outer  columns  will  be  modified  along  the  baggage-room.  The  tops  of  columns  will  be  in  horizontal 
planes.  The  tracks  will  be  on  a  rising  grade  of  0.4S  per  cent  into  the  station,  to  which  grade  the  bases  of 
the  interior  columns  are  to  conform.  The  bases  of  the  outer  columns  will  be  in  horizontal  planes  in  sets  of 
four  in  each  row,  the  sets  conforming  to  the  above  grade,  except  the  end  columns,  two  in  each  row,  which 
will  be  at  grade. 

The  train-shed  is  practically  at  right  angles  to  the  main  lines,  which  run  east  and  west  through  the  city, 
and  It  IS  approached  by  two  double-track  lines,  one  from  each  direction,  which  form  a  Y,  the  apex  of  which 
is  close  to  the  train-shed.     From  this  point  tracks  will  diverge  to  connect  with  the  thirty  tracks  of  the  train- 


4o6 


BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS. 


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TERMINAL  PASSENGER  DEPOTS.  407 

shed,  the  arrangement  being  such  tlial  all  these  tracks  are  accessible  from  cither  branch  of  the  Y  and  from 
the  main  tracks  in  either  direction.  The  tracks  are  on  a  slight  rising  grade  of  0.48  per  cent  into  the  train- 
shed,  and  are  arranged  in  pairs,  seven  pairs  on  each  side  of  the  centre  pair.  The  main  transverse  platform 
will  be  50  ft.  wide,  with  a  platform  22  ft.  6  in.  wide  between  each  pair  of  tracks.  The  tracks  of  each  pair 
will  be  spaced  12  ft.  apart,  with  the  exception  of  the  second  pair  on  each  side  of  the  centre  pair  and  the 
second  pair  from  each  side,  which  will  be  14  ft.  apart. 

The  ground  is  of  variable  character,  some  parts  being  solid  and  other  parts  filled  in,  and  there  arc  a  few 
artificial  obstructions.  The  foundations  consist  of  concrete  piers  resting  upon  solid  ground  or  upon  piling, 
and  capped  with  stone,  as  shown  by  the  accompanying  drawings.  The  piers  for  the  outside  rows  of  columns 
have  a  base  of  9  ft.  X  11  ft.  6  in.  with  piles,  or  9  ft.  X  12  ft.  without  piles,  and  are  reduced  by  offsets  to  a 
uniform  size  of  4  ft.  x  6  ft.  at  the  top.  The  piers  for  interior  columns  have  a  base  of  7  ft.  x  8  ft.  to  8  ft.  x 
9  ft.  on  piles,  or  S  ft.  X  9  ft.  to  9  ft.  X  10  ft.  without  piles,  and  are  reduced  by  offsets  to  a  size  of  4  ft.  x 
5  ft.,  4  ft.  X  6  ft.,  or  5  ft.  X  6  ft.  on  top,  according  to  location.  The  bottom  of  each  excavation  is  to  be 
rammed  and  drained,  and  the  back  filling  well  tamped  in  layers  6  in.  thick.  '  The  piles  are  to  be  of  white 
oak  or  red  cypress,  not  less  than  10  in.  diameter  at  the  small  end,  and  with  the  bark  removed.  They  will  be 
driven  to  a  J-in.  set  from  a  2500-lb.  hammer  falling  25  ft.  Tlie  piles  will  be  sawed  off  to  a  level  plane,  and 
the  ground  around  and  between  them  thoroughly  tamped. 

The  piers  will  be  built  of  Portland  cement  concrete  mixed  in  proportions  of  one  part  of  cement  to  three 
of  sand  and  six  of  broken  stone.  The  cement  is  to  have  a  minimum  strength  of  400  lbs.  per  square  inch 
when  tested  in  briquettes  which  have  been  24  hours  in  air  and  seven  days  in  water.  The  sand  is  to  be  clean, 
coarse,  sharp  river  sand.  The  stone  is  to  be  of  approved  quality,  broken  to  pass  through  a  24-in.  ring,  and 
screened,  and  if  too  dusty  or  dirty  it  is  to  be  washed.  The  cement  and  sand  will  be  thoroughly  mixed  dry 
and  then  mixed  with  water.  The  stone,  having  been  previously  wetted,  is  then  to  be  added,  and  the  mass 
worked  until  all  the  stones  are  well  coated  with  mortar.  The  concrete  is  then  to  be  immediately  deposited 
and  tamped  in  layers  of  abovit  6  in.,  within  wooden  forms  which  are  not  to  be  removed  until  after  the  con- 
crete has  set.  Care  nmst  be  taken  to  use  the  least  amount  of  water  necessary.  The  concrete  for  the  outside 
columns  will  be  deposited  continuously  until  the  pier  is  completed,  but  the  concreting  of  the  interior  piers 
may  be  stoped  at  the  level  of  an  offset  when  required.  Wooden  frames  will  be  used  to  hold  the  anchor-bolts 
in  position  during  the  construction  of  the  pier.  The  cap-stones  will  be  of  granite  or  limestone,  the  former 
being  used  probably  forthe  e.xteriorand  the  latter  for  the  interior  piers.  They  arc  specified  to  be  of  best  quality 
and  of  uniform  grade  and  color.  The  top  will  be  bush  hammered,  with  a  i-in.  bevelled  chisel  draught  around 
the  edges,  and  the  four  sides  will  be  hammer-dressed  to  a  depth  of  6  in.  from  the  top,  the  lower  part  of  the 
sides  being  rock-faced.  The  stones  will  be  set  in  a  bed  of  mortar  composed  of  one  part  cement  to  two  of 
sand,  freshly  mixed,  the  mortar  joint  to  be  not  less  than  f  in.  nor  more  than  J  in.  thick.  The  spaces  round 
the  anchor-bolts  will  be  filled  in  with  Portland  cement  mortar,  composed  of  one  part  cement  to  one  of  sand. 

The  anchor-bolts  for  the  outer  piers  are  2  and  z\  in.  diameter,  with  the  upper  6  or  7  in.  upset  and 
threaded.  They  are  about  8  ft.  6  in.  to  10  ft.  6  in.  long,  17^  to  z\\  in.  projecting  above  the  cap-stones. 
The  lower  ends  of  each  pair  are  connected  by  cast-iron  washers.  For  the  interior  piers  the  anchor-bolts  are 
i|  in.,  if  in.,  and  2  in.  diameter,  4  ft.  to  5  ft.  6  in.  long  from  washer  to  top  of  caps.  The  ends  are  not 
upset,  and  a  separate  round  washer  is  used  on  the  end  of  each  bolt. 

The  train-shed  itself  is  an  interesting  and  important  work,  both  from  its  design  anrl  its  great  size.  The 
columns,  trusses,  and  purlins  will  be  generally  of  steel,  and  all  other  parts  generally  of  iron.  Steel  is  to  be 
used  except  where  iron  is  specified.  The  steel  is  to  have  an  ultimate  strength  of  60,000  lbs.  per  sq.  in.,  with 
4000  lbs.  allowance  either  way.  It  is  to  be  reamed  in  tension-members,  but  need  not  be  reamed  in  compres- 
sion-members except  to  avoid  the  use  of  drift-pins.  The  specifications  require  the  quality  of  materials  and 
workmanship  to  be  in  accordance  with  the  bridge-builder's  specifications,  as  given  in  Carnegie,  Pliipps  & 
Co. 's  ■' Pocket  Companion,"  edition  of  1890.  In  tlie  latest  edition  of  this  "  Pocket  Companion,"  however, 
the  bridge-builder's  specifications  are  replaced  by  Mr.  Theodore  Cooper's  standard  specifications.  Where 
truss-rods  are  connected  at  the  ends  with  rivets,  the  holes  need  not  be  bored,  but  must  be  of  proper 
diameters  to  suit  the  rivets  u.sed.  The  specifications  suggest  that  the  manufacture  of  the  bent  truss-rods 
may  be  facilitated  by  using  washers  of  various  diameters  on  the  post  rivets,  thereby  compensating  for 
inequalities  in  length.     The  bends  in  these  rods  must  be  exactly  in  the  middle. 

The  lumber  for  sheathing  will  be  all  heart  yellow  pine,  in  widths  of  6  in.  It  will  be  clear  of  sap  and  dry, 
tongued  and  grooved,  and  milled  to  a  thickness  of  if  in.  The  base-boards  and  sills  of  the  skylights  will  be 
red  cypress  of  the  same  description. 

It  is  not  decided  whether  iron  or  wooden  mullions  will  be  used  for  the  vertical  glass-work.  The  glass 
in  lateral  skylights  and  in  the  end  designs  will  be  j'e  in.  thick,  with  a  uniform  width  of  20  in.,  and  will  be  in 
single  lengths  of  about  8  ft.  The  central  ventilator  will  be  covered  with  glass  for  its  entire  length.  The 
auxiliary  shed  between  the  main  train-shed  and  tlic  head-house  will  be  covered  with  glass  for  a  width  of  23 


4oS  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 

ft.  and  a  length  of  600  ft.  along  the  head-house.  Tlie  glass  will  be  \  in.  thick,  set  in  metal  longitudinal-bars. 
The  glass  in  the  front  and  rear  of  the  building  will  be  j\  in.  thick,  set  in  iron  niullions.  The  end  trusses 
will  be  covered  with  galvanized  corrugated  iron,  and  there  will  be  a  galvanized-iron  cornice  3  ft.  deep  across 
both  ends  of  the  building  and  along  the  sides,  except  the  250  ft.  along  the  baggage-room.  There  will  also 
be  a  galvanized-iron  frame  about  i  ft.  deep  around  the  glass  designs  in  the  ends  of  the  building,  and  covering 
the  columns  above  the  brackets.  All  galvanized  iron  will  be  of  No.  22  gauge.  Galvanized-iron  posts  and 
louvres,  extending  from  the  sills  to  the  eaves,  will  be  fitted  in  the  central  and  lateral  skylights.  The  roof- 
sheathing  will  be  covered  with  a  thick  layer  of  roofing-felt,  lapped  and  tacked,  and  then  covered  with  I.  C. 
tin.  The  scams  are  to  be  well  soldered,  using  resin  as  a  ffux,  the  solder  being  thoroughly  soaked  into  the 
seams.  Standing  seams  are  to  be  used  on  the  portions  of  the  sides  of  the  main  shed,  extending  from  the 
gutters  to  a  distance  of  10  ft.  above  the  ends  of  lateral  skylights,  and  on  the  auxiliary  shed,  flat  seams  to 
be  used  on  other  portions  of  the  roof.  All  roof-sheets  are  to  be  28  x  20  in.,  showing  18?,  x  26i  in.  for  a  flat 
seam,  and  18J  x  25:^  in.  for  standing  seam  when  laid  on  the  roof. 

The  tin  and  galvanized-iron  work  will  receive  two  coals  on  both  sides.  The  paint  is  to  be  red  lead 
mixed  with  1  ounce  of  lamp  black  per  lb.  and  pure  linseed-oil. 

The  quantities  required  arc  appro.ximately  as  follows: 

Iron-work, 5,115.740  lbs. 

Z-iron  sills  and  T-iion  muUions  in  lateral  skylights  (if  used),  172. iSo   " 

T-iron  niullions  in  end  designs  (if  used) 44.96S    " 

Lumber 896,000  ft.  B.  M. 

Wooden  mullions  in  lateral  skylights  (if  used) 34.560  lin.  ft. 

Wooden  mullions  in  end  designs  (if  used) 12,850    "     " 

Glass  in  lateral  skylights '  .     .  51,840  sq.  ft. 

Glass  in  end  designs  (both  ends) 22,000   "     " 

Glass  in  roofs  of  central  skylight  and  auxiliary  shed,     .     .     .  39.630   "     " 

Tin 402,840    '•     " 

48  cast-iron  down-spouts, 12,000  lbs. 

48  galvanized-iron  down-spouts 900  lin.  ft. 

Galvanized  iron,  including  louvres 17,920  sq.  ft. 

Galvanized  corrugated  iron i9.'7o    "     " 

Galvanized-iron  cornices 2,260  ft. 

The  iron  and  steel  work  is  to  receive  two  coats  of  paint  at  the  shops  and  one  coat  after  erection. 

The  peculiarity  of  the  arrangement  of  wind-bracing  is,  that  it  consists  entirely  of  a  system  of  diagonal 
bracing  between  the  two  sets  of  trusses  next  the  front  end  and  the  columns  which  carry  them.  The  ends  of 
the  train-shed  will  be  covered  by  glass  and  corrugated  iron  down  to  the  level  of  the  tops  of  the  columns, 
with  a  clear  headway  of  openings  of  20  ft.  at  the  columns  and  28  ft.  at  the  middle,  as  shown  by  the 
elevations. 

Second-prize  Design  for  Union  Passenger  Depot  at  St.  Louis,  Mo. — In  the  issue  of  Engineering 
News  of  t)ctol)er  3,  1891,  the  second-prize  design  for  a  proposed  union  passenger  depot  at  St.  I.ouis, 
Mo.,  is  illustrated,  as  shown  in  l""ig.  654,  the  original  plate  having  been  kindly  furnished  to  the  author 


1,  i    Msi   E^    '^iV^;v^«v^aE  JI_  IS  >,. 


"^SM. 


Fig.  654. — Perspective. 


TRRMINAL  PASSENGER   DEPOTS.  409 

by  EiiginccriHf;  Nt'ios.     Tlie  design  was  prepared  by  Messrs.  Grable  (S:  Weber,  architects,  St.  Louis, 
iMo.     For  further  data  and  ground-plan  see  Engineering  Hews. 

Terminal  Passenger  Depot  at  Jersey  City,  N.  J.,  Netu  York,  Lake  Erie  &•  Western  Railroad. — 
The  passenger  dci)()t  of  the  New  York,  Lake  Erie  &  Western  Raihoad  at  Jersey  City,  N.  J.,  shown 
in  Figs.  655  to  657,  is  a  large  terminal  iiead-station,  in  connection  witii  a  ferry  to  New  York  City. 
Plans  for  tiiis  depot  were  puljlished  in  the  issue  of  the  Railroad  Gazette  of  May  6,  1887;  in  the  issue 
of  \.\\ii  Aineriean  Contraet  Journal  oi  May  29,  1886;  and  in  the  issue  of  the  Raihcay  Re^ie^c  oi  August 
27,  1887.  The  drawings  and  specifications  were  made  by  Mr.  George  E.  Archer,  architect,  N.  Y., 
L.  E.  cS;  W.  R.  R.,  and  tlie  work  was  executed  under  the  supervision  of  Mr.  C.  W.  Buchholz,  Engineer 
of  Bridges  and  Buildings,  and  Mr.  J.  W.  Ferguson,  Assistant  Engineer.  The  train-shed  was  built  by 
the  Phoenix  Bridge  Company,  and  the  passenger  house  was  erected  by  Messrs.  Cofrode  &  Saylor.  con- 
tractors, PhiladeliJJiia,  Pa.  'I'he  structure  is  described  as  follows  in  the  issue  of  the  Railroad  Gazette 
mentioned  : 

The  main  building  has  a  frontage  of  127  ft.  on  Pavonia  Avenue  ami  a  river  front  of  120  ft.  e.xclusive  of 
the  24-ft.  awnings  on  their  sides.  The  traiii-shed  is  140  ft.  by  600  ft.  The  tower  at  the  southeast  corner  is 
to  be  about  115  ft.  high,  including  the  linial  of  15  ft.  The  main  structure  will  be  about  60  ft.  high.  The 
disposition  of  waiting-room  and  other  rooms  on  the  ground-floor  is  shown  on  the  plan.  On  the  second  floor 
are  to  be  the  olhces  of  the  operating  department,  and  on  the  third  floor  offices  for  the  car  record  clerks. 

The  foundations  of  the  head-house  are  of  hard  brick,  laid  in  Portland  cement,  coped  with  North  River 
sandstone.  The  brickwork  rests  on  525  piles,  55  ft.  long.  The  site  of  the  new  building  is  full  of  old  piles 
and  cribs,  which  have,  in  their  turn,  supported  different  structures.  These  form,  with  the  new  piles  driven 
among  them,  a  very  solid  mass,  preventing  any  outward  sliding  on  the  deep  mud  of  the  river.  To  avoid 
overloading,  however,  this  part  of  the  structure  is  almost  wholly  built  of  wood;  the  train-shed  is  of  wrought- 
iron,  sheathed  with  wood  and  galvanized  iron. 

The  extension  of  the  building  is  to  be  finished  with  "  novelty  "  siding,  shingles,  panels,  etc.,  painted  in 
parti-color  to  accentuate  the  details.  The  finials  are  iron  and  copper,  gilded.  The  tower-clock  will  have  six-foot 
dials,  lighted  from  within  by  electric  light.  The  interior  will  be  in  hard  wood,  in  natural  colors.  Tlie 
floors  of  the  vestibules  and  toilet-rooms  will  be  of  maple.  The  main  waiting-room  is  66  ft.  by  100  ft.,  and 
50  ft.  high  in  the  clear,  and  lighted  by  stained-glass  windows  in  the  clere-story.  A  gallery  runs  around  three 
sides  of  the  waiting-room  at  the  level  of  the  second  story,  and  from  this  various  offices  open  off. 

There  will  be  a  ferry  ticket-office  at  the  southeastern  corner  of  the  building  for  the  use  of  Jersey 
City  passengers  only.  As  at  the  Jersey  City  depot  of  the  Pennsylvania,  passengers  from  the  trains  will  go 
on  board  their  boats  without  passing  through  the  ferry  wickets.  It  is  to  be  regretted  that  in  neither  of  these 
fine  depots  has  it  been  found  practicable  to  pass  the  suburban  traffic  directly  to  the  trains  without  going 
through  the  waiting-room. 

The  building  is  to  be  lighted  throughout  by  electricity,  and  heated  with  steam  by  about  60  Bundy 
radiators. 

The  cost  of  passenger  station,  train-shed,  and  the  iron  shed  to  connect  the  station  with  the  ferry-house 
will  be  over  $200,000.  The  drawings  and  specifications  were  made  bv  Mr.  Geo.  E.  Archer,  the  company's 
architect,  and  the  work  is  e.xecuted  under  tlie  supervision  of  Mr.  C.  W.  Buchhoiz,  Engineer  of  Bridges  and 
Buildings,  and  Mr.  J.  W.  Ferguson,  Assistant  Engineer. 

Old  Passenger  Depot  at  Jersey  City,  N.  J.,  Pennsylvania  Railroad. — The  old  passenger  depot 
building  of  the  Pennsylvania  Railroad  at  Jersey  City,  N.  J.,  partially  destroyed  by  fire,  and  since  re- 
placed by  a  new  structure  and  layout,  owing  to  the  elevation  of  tracks  at  this  point,  was  a  large  terminal 
head-station,  in  connection  with  the  ferry  to  New  York  City.  Plans  of  the  old  structure  were  pub- 
lished in  the  issue  of  Engineering  of  March  2,  1877,  and  in  the  book  "The  Pennsylvania  Railroad.'' 
by  James  Dredge.     This  structure  is  described  as  follows  in  the  publications  mentioned: 

In  designing  the  terminal  station  of  the  Pennsylvania  Railroad  at  Jersey  City  considerable  difficulty 
was  encountered,  as  the  same  ferries  had  to  be  employed  for  the  train  passengeis  and  for  local  traffic 
to  and  from  Jersey  City  and  New  York.  The  local  ferry  traffic  is  accommodated  with  a  separate  building 
adjacent  to  the  depot  building  proper,  leading  from  the  street,  with  a  waiting-room  80  ft.  X48  ft.,  and  the 
necessary  ticket-offices.  On  each  side  of  this  building  there  is  a  drive  from  the  street,  leading  to  a  60-ft.- 
wide  roadway,  along  the  back  of  the  ferry  slips,  from  which  access  is  obtained  to  the  boats.  The  train-shed 
is  roofed  over  in  five  spans,  and  has  platfinns  620  ft.  in  length,  there  being  twelve  tracks  and  six  platforms. 
At  the  end  of  the  station  is  a  covered  passai^c,  40  ft.  wide,  <;n  to  which  the  doors  of  the  general  waiting-room 


4IO  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


TERMINAL   PASSENGER    DEPOTS. 


4" 


open.  At  tlic  south  side  of  the  station  are  placed  the  offices,  stores,  baggage-rooms,  etc.,  which  are  built  of 
brick,  as  also  is  the  boundary-wall  on  the  north  side.  With  these  exceptions,  the  station  is  entirely  of 
timber.     The  station  building  comprises  ageneral  waiting-room,  80  ft.  x  84  ft. ;  a  restaurant;  kitchen  ;  offices  ; 


L 


*    ■     ■    ji 


oKcAtiEe. 


Fig.  656. — Ground-plan. 


Fic:.  657. — Cross-section. 
ticket-office;  ladies'  waiting-room;  etc.     At  one  end  of  the  room  are  exit  doors,  leading  to  steps,  at  the  top 
of  wliich  is  a  bridge,  forming  a  connection  with  the  street.     Train  passengers  fi  r  Jersey  City  reach  the  street 
by  a  second  series  of  steps,  while  those  going  on  to  New  York  pass  undeineaih   the  bridge  and  through  the 


412  BUILDINGS  AND   STRUCTURES   OF  AMERICAN   RAILROADS. 

gate  to  the  ferries.  On  the  otlier  hand,  passengers  from  New  York  enter  the  general  waiting-room  of  the 
station,  but  cannot  return  without  purchasing  ferry  tickets.  From  the  waiting-room  they  pass  out  to  the 
platforms.  Four  of  the  tracks  in  the  train-shed  are  used  for  arriving  and  four  for  departing  trains;  the 
other  four  being  used  for  storing  cars.  The  foundations  for  this  work  were  difficult  and  costly,  as  the 
ground  on  which  the  station  stands  is  very  soft,  and  the  whole  area  required  piling.  Indeed,  the  station 
building  and  all  in  front  of  it  to  the  ferry  slips  is  over  the  water-  The  whole  of  the  piles  underneath  the 
building  were  cut  off  at  low-water  level  and  iron  columns  placed  upon  them  to  carry  the  floors  and  walls. 
The  various  structures  are  all  built  with  solid  timbers,  instead  of  framing  throughout,  so  as  to  leave  no  con- 
cealed spaces,  the  object  being  to  reduce  danger  by  fire  as  far  as  possible.  The  roof  over  the  general  wait- 
ing-room is  arranged  with  only  four  main  trusses,  running  diagonally  from  the  corners  of  the  room  to  the 
peak  of  the  roof  over  the  centre  of  the  room.  The  view  from  below  is  not  intercepted  by  any  bracing,  as  the 
trusses  are  only  tied  together  at  the  feet  over  the  walls,  and  an  excellent  effect  is  thus  obtained.  Each  truss 
is  of  iron,  excepting  the  principal  rafter,  which  is  of  timber.  The  roofs  are  covered  with  tin,  and  well  lighted 
by  skylights,  with  f-in.  roughened  glass.  The  structure  was  designed  by  Mr.  Joseph  M.  Wilson,  engineer 
and  architect,  Philadelphia,  Pa. 

New  Terminal  Passenger  Depot  at  Jersey  City,  N.  J.,  Pennsylvania  Railroad. — The  new  passenger 
depot  of  the  Pennsylvania  Railroad  at  Jersey  City,  N.  J.,  built  in  189 1,  to  replace  the  old  depot, 
owing  to  the  elevation  of  tracks  at  this  point,  is  a  large  terminal  head-station,  forming  the  New  York 
terminus  of  the  road,  the  transfer  to  New  Y^ork  being  made  by  means  of  a  ferry.  Full  plans  and 
descriptions  of  this  depot  were  published  in  the  issue  of  the  Railroad  Gazette  of  October  2,  1891,  and 
in  the  issues  of  the  Engineering  News  of  September  26,  1891,  and  of  October  3,  1891.  The  illustra- 
tions. Figs.  658  to  668,  are  taken  from  the  Railroad  Gazette,  with  the  exception  of  the  general 
ground-plan,  Fig.  666,  which  is  copied  from  Engineering  Ne^cs.  The  following  description  of  this 
terminal  depot  is  taken  from  Engineering  News: 

For  over  four  years  the  Pennsylvania  Railroad  Co.  has  been  at  work  upon  the  improvement  of  its  ter- 
minals at  Jersey  City,  to  enable  it  to  handle  with  safety  and  despatch  the  vast  and  rapidly  growing  traffic 
which  concentrates  at  this  point,  the  eastern  terminus  of  the  Pennsylvania  Railroad  System,  which  now  has  a 
total  extent  of  7750  miles.  One  of  the  most  important  features  of  the  Pennsylvania's  improvements  wns 
the  elevation  of  the  passenger  tracks  across  the  city  to  do  away  with  the  grade-crossings.  At  the  end  of  the 
embankment  at  Brunswick  Street  a  four-track  viaduct  begins  and  extends  to  Henderson  Street,  a  distance 
of  1000  yds.     The  designs  for  this  viaduct  were  illustrated  in  the  issue  of  Engineering  A'tm's  of  June  25,  iSSy. 

The  viaduct  ends  at  Henderson  Street,  and  from  here  to  the  terminus,  a  distance  of  2475  ft.,  the  ground 
was  filled  to  a  height  of  15  to  20  ft.  above  the  original  lev^el.  which  necessitated  the  bringing  in  by  train  of 
about  350,000  cu.  yds.  of  material  from  borrow-pits  10  to  20  miles  distant.  Warren  Street  and  Washington 
Street  are  crossed  by  plate-girder  deck-bridges.  The  total  area  filled  in  is  over  11  acres,  of  which  nearly  3^ 
acres  are  covered  by  the  train-shed. 

From  a  structural  point  of  view  the  train-shed  is  the  most  important  feature  of  the  terminal,  and  it  cer- 
tainly is  its  most  noticeable  feature.  Seen  from  the  ferry-boats  on  the  river,  its  colossal  arched  roof  and 
great  glass  gable  loom  up  in  such  proportions  as  to  dwarf  into  insignificance  every  building  in  the  vicinity 
with  tlie  exception  of  the  lofty  grain-elevators. 

The  main  dimensions  of  the  structure  are:  length,  652  ft.  6  in.;  width.  256  ft.;  clear  height  at  centre.  86 
ft.;  height  from  top  of  rail  to  ridge  of  monitor  roof,  110  ft.  The  whole  weight  of  the  structure  is  carried  by 
twelve  pairs  of  main  roof-trusses,  each  with  a  span  of  252  ft.  8  in.  between  centres  of  end-pins.  The 
decision  to  cover  the  train-shed  by  a  single  arched  roof  of  large  span  was  made  after  a  thorough  comparison 
of  the  merits  of  this  design  and  a  design  in  which  the  roof  was  divided  into  three  spans  and  two  rows  of 
columns  were  used  through  the  centre  of  the  building.  The  disadvantages  connected  with  the  use  of 
columns  in  the  interior  of  a  train-shed  are  the  danger  of  a  fall  of  the  roof  in  case  derailment  or  a  boiler 
explosion  should  wreck  one  or  more  columns;  the  obstruction  presented  by  the  columns;  the  fact  that 
unless  very  high  and  expensive  columns  or  braced  piers  are  used  the  roof  is  low,  affords  less  air-space,  has 
less  pitch,  and  is  more  liable  to  leakage.  The  connection  of  the  central  bay  of  the  roof  to  the  two  side  bays 
of  the  design  with  two  rows  of  columns  through  the  building  is  also  somewhat  troublesome  to  make  secure 
against  leakage.  These  considerations,  together  with  the  desire  to  build  a  monumental  structure,  in  keep- 
ing with  the  circumstances  and  traditions  of  the  company,  led  to  the  adoption  of  a  design  for  an  arched 
roof  of  a  single  span,  greater,  so  far  as  we  now  recall,  than  the  span  of  any  roof-truss  ever  built.  The  only 
roof  approaching  it  is  the  St.  Pancras  station  of  the  Midland  Ry.  in  London  of  243  ft.  span,  which  was  built 
about  twenty-five  years  ago.  On  an  inset  sheet  is  shown  the  strain-sheet  of  the  main  roof-trusses,  with  the 
details  of  the  work  which  are  of  principal  engineering  interest. 


TERMINAL   PASSENGER  DEPOTS. 


413 


414  JSUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


Fig.  660. — Cross-section  of  Wind-bracing  at  End  of 
Train-shed. 


Fig.  659. — Longitudinal  Section  of  Train  shed. 


Fig.  661.— Section  of  Pair  of  Trusses,  showing  Pirlins. 


IL»\3'/i^,a/t 


Fig.  66'j — Skciion  of  Pair  of  Trusses  near  Foot  of  Arch. 


TERMINAL   PASSENGER   DEPOTS.  415 

The  main  roof -trusses. —  The  whole  weight  of  the  structure  above  the  foundatiuii  is  carried  by  24  main 
roof-trusses,  of  arch  forui,  with  riveted  joints,  and  hinged  at  each  foot  and  at  tlie  apex  to  permit  movement 
witli  clianges  of  temperature.  The  centre-pin  is  5  in.  in  diameter  and  the  pins  at  tlie  foot  are  l\\  in.  The 
assumed  lo.ids,  given  on  the  strain-sheet,  are  a  little  over  30  lbs.  per  sq.  ft.  for  dead  load  (consisting  of  the 
weight  of  the  iron-work  and  the  roof,  the  covering  of  the  roof  being  assumed  at  13  lbs.  persq.  ft.  of  roof 
surface),  17  lbs.  per  sq.  ft.  for  snow  load,  and  35  lbs.  per  sq.  ft.  of  elevation  for  wind-pressure.  In  calculating 
maximum  strains,  the  dead  load  is  of  course  constant;  the  snow  load  is  figured  :  first,  all  over;  second,  on 
twelve  centre  panels  only;  and  third,  on  one  side  only;  the  wind  is  assumed  to  blow  either  toward  the 
anchored  side  or  toward  the  expansion  side.  Tlie  foundation-shoes  of  the  north  side  rest  on  roller  bearings, 
to  permit,  motion  with  temperature  changes.  At  first  sight  it  would  seem  impossible  for  a  compressive 
strain  to  be  induced  in  the  lower  chord  ;  but  the  strain-sheet  shows  that  with  the  wind  blowing  against  the 
expansion  side,  at  the  maximum  assumed  force,  a  compressive  strain  of  8000  lbs.  may  be  produced  in  the 
lower  chord.  The  lower  chord  is  an  I-beam  weighing  100  lbs.  per  yd.  It  runs  across  the  station,  beneath 
the  tracks,  its  top  surface  being  i  ft.  below  the  base  of  the  rail.  To  protect  it  from  corrosion  and  from  tem- 
perature changes,  it  is  enclosed  in  a  wooden  box  and  the  space  around  it  inside  the  box  is  filled  in  solidly 
with  pitch  and  gravel. 

To  permit  motion  at  the  apex  when  temperature  changes  occur,  the  members  above  and  below  tlie  pin 
at  the  apex  have  the  rivet-holes  slotted  at  the  junction,  and  are  joined  by  bolts  instead  of  rivets. 

The  fact  that  the  two  feet  of  each  arched  truss  are  joined  at  the  bottom  by  a  lower  chord  which  sustains 
a  tensile  strain  from  the  weight  of  the  roof  and  iron  work  alone  of  35  tons,  is  one  whicli  will  not  be  suspected 
by  one  person  in  a  thousand  who  examines  the  station.  The  lower  chord  is  buried  beneath  the  tracks  and 
platfcjrms  ;  and  a  false  cast-iron  base  is  bolted  to  the  foot  of  the  truss  at  the  base  of  the  first  panel  above 
the  pin.  A  hollow  brick  pier  is  built  up  under  this  base,  enclosing  the  real  foot  of  the  truss  from  view.  To 
the  cursory  observer,  therefore,  the  arch  seems  to  rest  on  the  cast-iron  base  and  brick  pier.  As  a  general 
rule,  to  make  appearances  deceitful  is  bad  taste,  architecturally;  but  in  this  case  there  is  something  to  be 
said  for  this  arrangement.  The  sides  of  the  arched  truss  come  down  to  the  ground  level  so  nearly  vertical 
that  the  fact  that  a  horizontal  thrust  exists  there  is  not  suspected.  Even  an  engineer  who  did  not  stop  to 
reason  that  the  truss  must  be  hinged  at  its  apex  to  allow  for  temperature  clianges  would  be  deceived. 
Certainly  to  have  given  the  structure  an  appearance  of  strength  which  it  did  not  possess,  or  to  have  brought 
the  trusses  down  on  their  bases  at  an  angle,  so  that  they  would  have  appeared  to  be  in  danger  of  spreading, 
would  have  been  very  bad  taste.  The  arrangement  adopted,  however,  while  not  exactly  what  it  appears  to 
be,  does  lujt  seem  an  objectionable  one. 

At  first  sight  the  permissible  loading  of  14,000  lbs.  per  sq.  in.  for  combined  dead  load  and  wind  or  com- 
bined dead  load  and  snow,  and  18,000  lbs.  per  sq.  in.  for  combined  dead  load,  wind,  and  snow,  may  seem 
excessive  strains  for  wrought-iron  ;  but  it  is  to  be  remembered  that  neither  of  the  assumed  maximum  loads 
of  14,000  lbs.  for  wind  or  for  snow  are  likely  to  occur  oftener  than  once  in  perhaps  a  score  of  years.  The 
mathematical  chances  that  these  two  maximum  loads  will  both  occur  at  the  same  time  are  therefore 
seen  to  be  practically  infinitesimal.  Even  the  blizzard  of  March,  1888,  which  was  probably  as  great  a  con- 
junction of  snowfall  with  wind  as  has  ever  been  recorded  at  New  York,  w^ould  by  no  means  have  subjected 
the  structure  to  an  excessive  load  ;  for  the  wind  pressures  probably  did  not  exceed  13  to  20  lbs.  per  sq.  ft. 
at  most,  and  on  the  exposed  flat  surface  of  the  roof  the  snow  would  have  been  swept  off  by  the  wind  as  fast 
as  it  fell.  As  for  tlie  strain  of  14,000  lbs.,  due  to  dead  load  and  wind,  or  dead  load  and  snow  combined,  even 
this  will  probably  come  on  the  structure  only  at  extremely  rare  intervals,  and  possibly  never.  To  have  a 
load  of  snow  of  even  10  lbs.  per  sq.  ft.  on  such  an  elevated  and  exposed  surface  as  this  roof  is  uncommon  in 
a  New  York  winter,  and  cither  wind,  sun,  or  rain  will  be  apt  to  remove  a  heavy  snowfall  in  a  short  time. 
As  for  wind  pressures,  the  assumed  load  of  35  lbs.  per  sq.  ft.  is  5  lbs.  greater  than  the  wind  pressure  usually 
assumed  in  bridge  specifications  at  the  present  time  by  the  best  engineers. 

The  train-shed  tracks  are  on  a  grade  of  0.4  per  cent,  falling  toward  the  west,  to  facilitate  the  starting  of 
heavy  trains.  The  train-shed  roof,  however,  is  kept  level  by  making  each  successive  pair  of  trusses  2j  in. 
higher  than  the  pair  to  the  east.  To  avoid,  so  far  as  possible,  changes  in  the  iron-work,  the  change  is 
made  by  increasing  the  height  of  the  first  panel  above  the  foot  of  the  truss.  Except  for  this  and  some 
slight  clianges  in  the  trusses  at  the  ends,  on  account  of  the  wind-bracing  of  the  gable-ends,  the  24  main 
trusses  are  duplicates  of  each  other. 

The  operation  of  erecting  these  trusses  and  the  traveller  used  were  described  at  length  with  illustrations 
in  the  issue  of  Engineer iiit;  A'l-zvs  of  Dec.  27,  1890.  In  brief,  we  may  say  that  the  train-shed  tracks  were  laid 
and  surfaced,  and  on  them  were  set  freight-car  trucks  for  carrying  the  traveller.  This  was  a  huge  timber 
frame,  with  its  top  made  to  fit  the  lower  curve  of  the  roof-trusses.  It  was  long  enough  to  permit  erecting 
one  pair  of  trusses  and  the  nearest  truss  of  the  next  pair  ahead  upon  it.  After  these  were  erected  and 
braced,  tin-  traveller  was  mcved  ahead  and  tlirce  more  trusses  were  placed  in  position.     Of  course  the  first 


4i6 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


step  in  the  erection  was  to  place  the  lower  chord  and  the  feet  of  the  trusses  in  position.     The  material  was 
delivered  on  the  ground  in  sections  small  enough  to  be  hoisted  into  place  by  a  single  hoisting-engine. 

The  24  main  trusses  form  the  main  members  of  the  roof.  The  space  between  each  pair  is  14  ft.  6  in., 
and  the  space  from  each  pair  to  the  next  pair  is  43  ft.  6  in.  This  space  is  also  divided  into  14  ft.  6  in. 
panels  by  two  light  intermediate  trusses,  which  with  the  main  trusses  form  the  rafters  for  the  roof.  The 
intermediate  trusses  are  supported  from  the  main  trusses  by  purlins  3  ft.  in  depth,  running  horizontally  the 
length  of  the  building  through  each  panel  of  the  main  trusses. 


Fig.  663.— Details  of  Movable  End  of  Arch. 


Fig.  664. — Details  of  Fixed  End  of  Arch. 


KiG.  665. — Plan  of  Foundations. 


The  iron-work  of  the  gables  is  especially  interesting  on  account  of  the  large  surface  there  exposed  to 
wind-pressure,  about  12,000  sq.  ft.  The  total  pressure  upon  the  gable-end  at  the  maximum  wind-pressure 
assumed  of  35  lbs.  per  sq.  ft.  is  upward  of  200  tons.  The  gable  is  divided  into  panels  about  10  feet  square 
by  light  vertical  trusses  with  horizontal  bracing.  The  load  from  wind-pressure  at  the  top  of  these  vertical 
trusses  is  transmitted  to  the  purlin  trusses,  which  distribute  it  to  the  main  trusses  of  the  train-shed.  The 
lower  end  of  these  vertical  trusses  is  supported  by  a  horizontal  truss,  14  ft.  6  in.  deep,  running  across  the 
train-shed  and  carrying  the  strain  from  wind-pressure  to  the  end  main  truss  at  the  top  of  the  first  section. 


TERMINAL   PASSENGER  DEPOTS. 


417 


In  each  panel  of  the  £;able  is  a  galvanized-iron  frame  supportinsi;  10  paries  of  hammered  plate-glass,  each 
ft.  X  22  in.  and  \  in.  thick.     This  glazing  extends  over  the  whole  area  of  the  gable  inclosed  by  the  inner 


chord  of  the  end  main  truss.  The  end  truss  itself  is  finished  with  a  corrucrated-iron  covering;,  panelled  to 
correspond  to  the  panels  of  the  truss,  and  with  false  verticals  and  diagonals  on  the  outer  side,  giving  the 
appearance  of  a  truss  from  the  exterior. 


4i8 


BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS. 


Besides  over  6000  sq.  ft.  of  glass  in  each  gable,  there  is  a  row  of  windows  in  the  north  wall,  running  the 
whole  length  of  the  bnilding,  and  a  row  in  the  south  wall  for  a  part  of  its  length.  These  windows  are  hung 
on  trunnions  so  that  they  can  be  swung  open  for  ventilation  whenever  the  weather  permits.  The  main 
sources  of  light  for  the  train-shed,  however,  are  the  skylights  in  the  roof,  of  which  there  are  four,  one  on 
each  side  of  the  roof  half-way  between  the  ridge  and  the  eaves,  and  one  on  each  side  of  the  roof  of  the  clere- 
story. One  half  the  total  area  of  the  roof  is  of  glass.  There  are  four  ventilators  in  the  clear-story  and  two 
in  the  roof. 


Fig.  667. — pEKsrEciiVK  of  Traveller  used  in  Erection  of  Train-shed,  Side  A'iew. 


The  main  and  intermediate  trusses  running  transversely  and  the  purlin  trusses  running  longitudinally 
divide  the  roof  in  panels  14  ft.  6  in.  in  length  and  a  little  less  in  width.  These  panels  are  filled  with  the 
framing  for  either  the  glass  panes  or  for  the  corrugated-iron  roofing,  according  to  their  position.  The 
skylights  are  all  glazed  on  the  Helliwell  system.  The  glass  used  is  rough  plate,  \  in.  thick.  The  elevation 
of  the  glass  above  the  train-shed  platform,  from  50  to  100  ft.,  would  make  the  breakage  of  a  pane  and  its  fall 
a  rather  dangerous  thing  for  any  one  below.  To  guard  against  any  accident  of  this  sort,  a  copper  netting  of 
i|-in.  hexagonal  mesh  is  stretched  below  the  whole  surface  of  the  skylight. 

The  very  large  area  of  glass  and  the  large  air-space  furnished  by  the  high  open  roof  makes  the  train- 
shed  very  light  and  free  from  smoke.  As  an  example  of  the  pains  taken  to  make  the  interior  of  the  train- 
shed  as  light  as  possible,  the  vi^all  of  the  oflice  building  which  extends  for  a  distance  of  160  ft.  along  the 
south  side  of  the  train-shed  is  faced  with  light-colored  bricks.  At  night  the  train-shed  is  lit  by  arc-lights 
suspended  about  20  ft.  above  the  station  platforms  and  furnished  with  current  by  a  dynamo  plant  operated 
by  the  Railroad  Co.  The  whole  number  of  lamps  in  the  tiain-shed  is  64,  or  one  to  each  2600  sq.  it.  of  area 
lighted. 

The  whole  train-shed  is  founded  on  piles,  driven  to  a  good  bearing  in  the  silt  which  underlies  the  whole 
water  front  of  Jersey  City.  The  north  ends  of  the  main  trusses  rest  on  separate  piers  of  masonry  8  ft.  6  in. 
square  at  the  base,  each  of  which  is  supported  by  16  piles  in  rows  of  four,  each  row  capped  by  a  12  x  12  in. 


TERMINAL   PASSENGER   DEPOTS. 


419 


timber  and  a  tight  timber  platform  laid  on  top  of  the  caps.  '1  lie  south  ends  of  the  main  trusses  rest  on 
counterforts  projecting  from  the  retaining-wall,  which  runs  along  the  south  side  of  the  train-shed.  The 
three  rows  of  piles  to  the  left  are  continuous  along  the  whole  length  of  the  retaining-wall,  and  six  additional 
piles  are  added  for  each  counterfort. 

The  truss-shoes  at  the  north  end  rest  on  a  nest  of  S  rollers  2||  in.  in  diameter,  and  a  little  less  than  2 
ft.  long.     The  south  shoes  are  secured  to  the  masonry  by  two  2i-in.  bolts. 

The  train-shed  is  built  throughout  of  wrought-iron.  The  specifications  for  its  quality  and  for  the 
workmanship  were  the  same  as  tlie  standard  specification  of  the  Pennsylvania  Railroad  for  the  material  and 
workmanship  of  wrought-iron  bridges.     All  the  iron-work  of  the  building  is  painted  three  coats  with  red 


Fig.  66S. — Perspective  ok  Traveller  used  in  Erection  of  Train-shed,   Front  View. 


oxide-of-iron  paint  mixed  with  linseed-oil.  The  question  of  what  is  the  best  paint  to  preserve  the  iron  roofs 
of  train-sheds  from  the  corrosive  eflfect  of  the  gases  from  the  locomotive  is  an  important  one  ;  but  so  far  the 
Pennsylvania  Railroad  engineers  have  found  nothing  superior  to  iron  oxide  for  this  purpose. 

Twelve  tracks  run  the  length  of  the  train-shed,  terminating  25  ft.  from  its  east  end.  The  total  length 
of  the  train-shed  is  652  ft.  The  total  standing  room  for  cars  on  the  train-shed  tracks,  measuring  from  the 
clearance  points,  is  8571  ft.  There  are  three  double-track  lines  and  six  single  tracks.  The  twelve  tracks 
in  the  train-shed  connect  with  five  tracks  in  the  yard.  The  arrangement  of  switches  is  su:h  that  any  track 
in  the  train-shed  can  be  connected  to  any  one  of  the  five  yard  tracks  ;  hence  any  track  can  be  used  for  either 
incoming  or  outgoing  trains.  This  is  of  e?pecial  advantage  in  case  of  the  blockade  of  any  part  of  the  yard 
by  derailment  or  other  accident,  and  is  also  a  convenience  in  handling  very  heavy  traffic. 

The  junction  of  the  train  shed  tracks  with  the  yard  tracks  is  made  with  a  crossing  using  No.  8  movable- 
point  frogs  and  slip-switches.  The  curves  through  these  slip-switches  are  the  sharpest  in  the  yards,  being 
484  ft.  radius.  No  other  yard  curves  have  less  than  600  ft.  radius.  The  switches  and  signals  are  all  operated 
by  the  Westinghouse  electro-pneumatic  interlocking  system,  erected  by  the  Union  Switch  &  Signal  Co. 
The  signals  are  of  the  semaphore  type,  standard  on  the  Pennsylvania,  the  signals  for  full-speed  movements 
being  mounted  on  posts,  while  dwarf  signals  are  used  for  switching  movements. 


420  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 

The  compressed  air  for  operatitifj  the  switches  and  signals  is  supplied  by  compressors  at  the  yards  on 
the  west  side  of  Jersey  City,  and  is  carried  through  a  2-in.  main.  A  reserve  compressor,  located  at  the 
terminus,  can  be  started  at  a  moment's  notice,  and  is  run  for  half  an  hour  on  three  days  in  the  week.  An 
auxiliary  reservoir  is  located  at  each  switch  and  signal.  The  electricity  for  working  the  plant  is  supplied  by 
storage- batteries,  which  are  kept  charged  by  a  current  from  the  Jersey  City  electric-lighting  station. 

A  novel  signaling  arrangement  has  been  introduced  to  notify  engineers  of  incoming  trains  that  a  train 
is  standing  on  the  track  they  are  to  enter.  On  the  signal  bridge  400  ft.  west  of  the  train-shed  are  located 
the  distant  signals  governing  the  train-shed  tracks,  while  the  home  signals  are  located  on  a  bridge  100  ft.  in 
front.  Each  train-shed  track  is  connected  to  form  a  track  circuit,  and  when  a  train  is  on  the  track  the  dis- 
tant signal  is  thrown  automatically  to  the  "caution  "  position,  and  remains  there  until  the  track  is  cleared. 
An  engineer,  therefore,  who  finds  the  distant  signal  at  caution  and  the  home  signal  at  safety,  knows  that 
another  train  is  standing  in  the  train-shed  on  the  track  he  is  to  enter,  and  that  he  must  come  in  with  his 
train  under  control. 

Besides  the  train-shed  tracks  there  is  one  track  leading  down  on  the  south  of  the  train-shed  to  a  ter- 
minus at  Hudson  Street  on  the  water  front;  and  to  the  north  of  the  train-shed  is  a  yard  of  twelve  tracks, 
for  the  storage  of  passenger-cars.  To  the  north  of  this,  on  a  track  not  filled  above  the  old  level,  are  the 
yards  for  handling  Jersey  City  local  freight  and  tracks  for  Adams  Express  cars. 

The  arrangement  of  tracks  in  the  train-shed  is  in  three  double  tracks  and  six  single  tracks,  between 
which  are  the  eight  platforms.  These  are  of  varj'ing  widths,  two  having  the  very  generous  width  of  22  ft. 
and  the  others  being  12  ft.  2  in.  wide.  At  present  wooden  platforms  are  in  use;  but  after  the  fill  on  which 
the  tracks  are  built  is  thoroughly  settled  and  consolidated,  these  will  be  replaced  by  platforms  of  granolithic 
pavement.  All  the  tracks  will  be  ballasted  with  broken  stone  to  discourage  passengers  as  much  as  possible 
from  walking  across  them.  The  arrangements  for  supplying  water  and  compressed  gas  to  the  cars  are 
unusually  complete.  On  each  track  there  is  a  gas-cock  every  50  ft.,  with  hose  attached  for  filling  cars,  and 
there  is  a  water-cock  every  100  ft. 

Tlie  general  design  of  the  new  passenger  station  which  is  to  replace  the  old  one  that  had  done  service 
for  so  many  years  has  been  decided  upon.  It  is  located  on  the  east  end  of  the  train-shed  with  its  centre  a 
little  south  of  the  centre-line  of  the  train-shed.  The  old  building  had  only  one  story  ;  but  the  train-shed 
tracks  being  now  at  an  elevation  of  about  15  ft.  above  the  street  level,  the  new  structnre  will  have  two 
stories,  of  which  the  upper  floor  will  be  the  one  chiefly  used  by  travellers,  the  lower  story  being  only  for 
Jersey  City  passengers,  ferry  waiting-rooms,  storage,  offices,  etc. 

The  depot  proper  covers  a  space  iSS  ft.  X84  ft.,  and  a  covered  passage-way  about  4!  ft.  wide  extends 
along  the  side  toward  the  train-shed  and  across  each  end.  The  passage-ways  across  the  ends  of  the  waiting- 
room  permit  passengers  to  pass  directly  from  the  ferries  to  the  trains  or  in  the  contrary  direction  without 
passing  through  the  waiting-room. 

Like  the  train-shed,  the  station  is 'founded  on  piling;  but  there  is  a  considerable  depth  of  water  here,  so 
that  the  placing  of  masonry  to  carry  the  structure  from  below  low-water  mark  to  above  high-water  mark  would 
be  expensive.  Moreover,  the  foundation  secured  by  piling  at  this  point  is  not  especially  stable,  and  as  little 
weight  and  as  much  flexibility  as  possible  in  the  structure  to  be  supported  are  desirable  ends  to  be  attained. 
The  piles,  which  are  driven  in  clusters  of  four,  are  therefore  cut  ofT  below  low-water  mark,  and  are  capped 
with  a  timber  platform  which  supports  a  cast-iron  column  7  ft.  S  in.  high.  Tie-rods  if  in.  square  brace 
these  columns.  On  top  of  these  columns  20-in.  wrought-iron  girders  run  across  the  building,  and  on  these 
the  floor-timbers  are  laid.     The  floor  of  the  second  story  and  the  roof  are  supported  on  iron  columns. 

The  passages  across  the  ends  of  the  station  are  supported  on  piles  cut  off  just  below  the  level  of  the 
lower  floor  and  braced  with  timbers.  The  roof-trusses  over  these  passages  are  similar  to  those  over  the 
transverse  platform.  This  latter  truss  is  supported  on  one  side  by  the  lower  chord  of  the  truss  which  runs 
across  the  gable  of  the  train-shed.  This  leaves  an  open  space  free  from  columns  and  65  ft.  in  width  across 
tlie  whole  end  of  the  train-'shed, — a  very  desirable  feature  for  handling  large  crowds. 

As  the  teredo  sometimes  works  in  these  waters,  all  the  piling  and  timber  used  in  these  foundations  have 
been  well  creosoted  with  dead  oil  or  coal-tar  creosote. 

The  allowable  working-stresses  in  the  iron-work  for  the  station  are  14,000  lbs.  per  square  inch  for  wrought- 
iron  in  tension  ;  13,000  lbs.  per  square  inch  for  wrought-iron  in  compression,  properly  reduced  ;  10.000  lbs. 
per  square  inch  for  single  shear  on  rivets  ;  20,000  lbs.  per  square  inch  for  bearing  value  of  rivets.  Where 
strains  include  wind  and  snow,  the  above  tensile  and  compressive  stresses  may  be  increased  to  17,000  lbs. 
and  16,000  lbs.,  respectively. 

As  in  all  the  other  work  connected  with  the  improvement  of  these  terminals,  the  time  and  expense  of 
constructing  the  station  are  considerably  increased  by  the  necessity  of  providing  temporary  accommoda- 
tions for  the  heavy  traffic,  which  must  be  moved  with  the  least  possible  hindrance  no  matter  what  changes 
are  troing  on. 


TERMINAL   PASSENGER   DEPOTS.  421 

A  new  five-story  office  buildiiiir.  50  ft.  x  159  ft.,  adjoining  the  southeast  end  of  the  train-shed,  serves 
for  the  general  otKces  of  the  New  York  division  of  tlie  railroad. 

A  system  of  bridges  and  passages  will  cross  the  ferry-house  on  a  level  with  the  second  story  and  wait- 
ing-room, connecting  with  foot-bridges  at  each  slip  leading  to  the  upper  deck  of  the  ferry-boats.  These 
bridges,  which  are  very  light,  being  only  for  foot  traffic,  are  suspended  from  a  gallows  frame,  and  are  counter- 
weighted  so  that  they  are  easily  adjusted  by  hand  by  the  ferry  attendants  to  suit  the  stage  of  the  tide.  The 
bridges  leading  to  the  lower  decks,  which  are  much  heavier,  being  used  for  teams,  are  supported  on  pon- 
toons, so  that  they  adjust  themselves  to  the  rise  and  fall  of  the  tide.  Baggage  is  brought  across  the  river 
on  the  lower  decks  in  a  baggage-van  or  on  a  truck,  and  is  drawn  through  the  ferry-house  and  onto  the 
platform  of  a  hydraulic  elevator  at  the  rear  of  the  train-shed,  which  raises  it  quickly  to  the  level  of  the  train- 
shed  platforms. 

The  credit  for  the  general  design  of  the  train-shed  is  due  to  Mr.  C.  C.  Schneider,  M.  Am.  Soc.  C.  E. 
The  structural  details  were  worked  out  by  the  Pencoyd  Bridge  and  Construction  Co.,  who  were  the  contractors 
for  the  work.  The  whole  work  was  done  under  supervision  of  the  engineering  staft  of  the  Pennsylvania 
Railroad;  those  to  whom  special  responsibility  in  connection  with  the  work  was  entrusted  being  Chief 
Engineer  Wm.  H.  Brown,  assisted  by  Mr.  Wm.  A.  Pratt  at  the  general  offices  of  the  company,  and  Mr. 
E.  F.  Brooks,  Engineer  of  Maintenance  of  Way  of  the  United  Railroads  of  New  Jersey  Division,  assisted 
by  Mr.  Martin  L.  Gardner. 

For  further  data,  details  of  iron-work,  strain-sheet,  method  of  erection,  etc.,  see  the  publications 
mentioned  above. 

Passenger  Train-shed  at  Pittsburg,  Pa.,  Baltimore  a^  Ohio  Railroad. — Tiie  passenger  train-slied 
of  the  Baltimore  &  Ohio  Railroad  at  Pittsburg,  Pa.,  was  described  and  illustrated,  in  a  paper  read 
before  the  Engineers"  Society  of  Western  Pennsylvania,  by  Mr.  J.  E.  Greiner,  C.E.,  partly  repub- 
lished in  the  issue  of  Engineering  Neios  of  F"ebruary  23,  1889.  This  shed  is  385  ft.  long,  and  consists 
of  a  clear  span  of  84  ft.  resting  on  columns  with  outside  roof  projections.  The  great  peculiarity  of 
this  design  is  that  the  entire  shed  rests  on  a  second  set  of  columns  below  the  train  story,  so  that  tlie 
design  involved  considerable  ingenuity  and  nicety  of  calculations  to  jjrovide  for  all  the  ]iossible 
combinations  of  dead  weight,  live  load,  snow,  wind,  etc.,  and  also  give  ample  stiffness  and  stability. 
The  specifications  for  the  shed  arc  reprinted  partly  in  the  publications  mentioned.  The  methods 
and  assumptions  utilized  in  calculating  the  roof  structure  and  its  supports  are  given  in  full  in  the 
paper. 

Ferry  Passenger  Terminus  at  Franklin  Street,  New  York,  N.  Y.,  JFest  Shore  Railroad. — Tlie  jilans 
for  the  ferry  passenger  terminus  of  the  West  Shore  Railroad  at  foot  of  Franklin  Street,  New  York, 
N.  ^'.,  designed  and  built  under  the  supervision  of  Mr.  Walter  Katte,  Chief  Engineer,  were  illustrated 
and  described  in  the  issue  of  Engineering  Ne^as  of  November  21,  1891.  The  ferry-house  is  jiartly 
shown  in  Figs.  398  and  399,  and  the  description  in  the  publication  mentioned  is  as  follows  : 

The  facilities  include  a  freight  pier  in  addition  to  the  passenger  ferry.  The  slip  for  the  passenger 
ferry-boat  is  on  the  north  side  of  the  freight  pier,  which  is  protected  from  injury  by  a  row  of  fender-piles. 
The  conveniences  provided  in  the  passenger  station  are  about  those  usually  arranged,  with  the  addition  of  a 
ladies'  waiting-room  and  a  smoking-room.  The  West  Street  front  of  the  building  is  ornamented  by  a  clock- 
tower  22  X  20  ft.,  the  face  of  the  clock  being  about  60  ft.  above  the  street  surface  and  the  spire  rising  to  a 
height  of  about  roc  ft.  This  feature  is  a  most  commendable  one,  especially  on  a  road  carrying  a  consider- 
able number  of  commuters,  a  class  of  passengers  whose  habit  of  arriving  at  the  ferry  very  close  to  the  time 
of  departure  of  the  boat  connecting  with  their  train  is  well  known. 

Another  noticeable  feature  of  the  terminal  is  the  abundant  light  provided  for  the  passage-ways  to  and 
from  the  ferry-slip  by  a  large  skylight  in  the  roof,  63  x  22  ft.  in  size. 

The  buildings  are  heated  by  steam  ;  and  both  gas  and  electric  lights  arc  provided,  with  arc-lights  over 
the  wagon  driveways.  The  frames  and  roof-trusses  are  of  iron,  while  the  roof  and  sides  are  of  galvanized 
sheet-iron.    The  roof  is  covered  with  asphalt  and  gravel. 

Ferry  Passenger  Terminus  at  Boston,  Mass.,  Boston,  Revere  Beach  Gf  Lynn  Railroad. — The  pas- 
senger depot  of  the  Boston,  Revere  Beach  &  Lynn  Railroad  on  Atlantic  Avenue,  Boston,  Mass.,  is 
the  Boston  terminus  of  the  ferry  across  the  Charles  River,  connecting  with  the  Boston,  Revere 
Beach  &  Lynn  Railroad.  Plans  and  a  very  full  description  of  this  depot,  designed  by  Mr.  George 
Finneran,  architect,  were  published  in  the  issue  of  the  Railroad  Gazette  of  August  i,  1880. 


422 


BUILDINGS  AND    STRUCTURES  OF  AMERICAN  RAILROADS. 


Proposed  Train-shed  at  New  Orleans,  La.,  Illinois  Central  Railroad. — In  Fig.  669  is  shown  tlie 
half-section   of  a  design  for  a  proposed  iron  train-shed  of  the   Illinois   Central   Railroad   at   New 


Fir..  6fig. — Cross-section  of  Train-shed. 

Orleans,  La.,  data  for  wliich  were  kindly  furnished  by  Mr.  J.  F.  Wallace,  Chief  Engineer,  Illinois 
Central  Railroad.  The  design  of  this  shed  is  novel  and  original.  It  consists  of  three  arched  spans, 
with  two  cantilever  side  roof  projections.  The  entire  width  spanned  is  14S  ft.  The  central  span  is 
41  ft.  wide  and  30  ft.  high  in  the  clear  above  the  track  at  the  centre  of  the  span.  The  adjoining 
side  spans  are  each  36  ft.  wide  and  22  ft.  6  in.  high  in  the  clear  above  the  track  at  the  centre  of  the 
span.  The  roof  projections  on  each  side  extend  17  ft.  6  in.  beyond  the  side  column.  The  roof- 
•trusses,  purlins,  columns,  and  longitudinal  bracing  are  all  of  iron  plates  or  shapes  riveted  together. 

Proposed  Terminal  Passenger  Dchot  at  Chicago,  III.,  Illinois  Central  Railroad. — In    Fig.  670   is 
shown  a  section  of  the  iron  train-shed  to  be  built  at  the  proposed  passenger  depot  at  Chicago,  111.,  of 


Fir,   670.— Crosssf.ction  of  Train  shkd. 

the  Illinois  Central  Railroad,  the  data  for  which  were  kindly  furnished  by  Mr.  J.  F.  Wallace,  Chief 
Engineer,  Illinois  Central  RailroacJ.     The  shed  is  built  with  an  arched  central  span,  108  ft.  wide,  and 


TERMINAL   PASSENGER   DEPOTS. 


42^ 


a  cantilever  roof  projection,  36  ft.  wide,  on  each  side  of  the  main  span,  so  that  tlie  total  width  covered 
is  180  ft.  The  clearance  is  21  ft.  above  tiie  rail.  There  are  10  tracks  covered,  6  under  the  main 
span  and  4  under  the  roof  projections.  The  tracks  are  grouped  in  pairs.  The  tracks  in  each  pair 
are  spaced  12  ft.  centres.     'I'he  platforms  between  the  tracks  are  14  ft.  wide. 

The  proposed  depot  building  is  illustrated  and  described  in  the  issue  of  F.iii^iiiccn'iig  Nncs  of 
Aiiril  28,- 1S92,  from -which  publication  Fig.  671  is  taken.  It  is  also  very  thoroughly  described  and 
illustrated  in  the  issue  of  the  Railroad  Gazette  of  October  14,  1892. 

The  description  of  the  dejiot  in  Eiigi/icen'iig  News  is  as  follows  : 


'--■■'-'--A 


'HDIIB 


-'^■jk 


\  V-^'-*.^ii>.i«v^/'-''«  ^.^ 


Fig.  6-r.  — PKKsi'EcrivK  oi--  Deiot. 

The  site  is  on  the  lake  front  at  the  smith  end  of  Lake  Front  Park,  and  near  Twelfth  Street  and  Park 
Row.  It  will  be  a  terminal  station  for  main-line  trains,  but  suburban  trains  will  run  through  as  far  as  R.in- 
tlolpli  Street,  where  a  new  station  for  suburban  traffic  will  be  built  eventually.  The  location  and  general 
arrangement  of  the  main  terminal  station  have  been  settled  by  Mr.  J.  F.  Wallace.  Chief  Engineer,  and  Mr. 
Bradford  L.  Gilbert,  of  New  York,  is  architect  for  the  building.  The  illu.stration  represents  the  up-town  or 
north  face  of  the  building,  showing  the  openings  through  which  the  suburban  tracks  pass  to  the  train-shed. 
The  building  will  be  of  fire-proof  construction.  The  first  three  stories  will  be  of  dark  granite  on  the  main 
front,  while  the  upper  part  and  the  other  sides  will  be  of  bufi  mottled  brick.  The  roof  will  be  covered  with 
dark  glazed  Spanish  tiles.     Adjoining  the  building  will  be  the  train-shed,  600  ft.  long. 

The  first  and  mezzanine  stories  of  the  building  will  be  devoted  to  waiting-rooms,  ticket-offices,  and 
other  orlices  for  the  use  of  the  public.  Special  provision  has  been  made  for  the  accommodation  of  suburban 
traffic,  and  ingress  and  egress  can  be  had  from  the  platforms  and  special  waiting-room  without  the  necessity 
of  entering  the  main  station  building;.     Carriages  will  drive  from  Park  Row  into  a  large  covered  court. 


424  BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 

The  principal  ticket-offices  will  be  on  the  street  level.  Provision  has  been  made  for  passengers  to 
check  their  baggage,  and  by  means  of  subways  reach  the  train  platforms  without  the  necessity  of  going 
up-stairs  into  the  waiting-rooms,  which  will  be  in  the  portion  of  the  building  extending  over  and  above  the 
tracks,  and  forming,  in  addition  to  the  office  building,  a  structure  about  150  ft.  square.  Private  waiting- 
rooms  for  ladies,  a  smoking-room,  restaurant  accommodation,  and  other  conveniences  have  been  provided 
for.  The  rotunda,  or  general  waiting-room,  will  be  100  ft.  by  150  ft.,  with  a  large,  circular-domed  root. 
Wide  stairways  are  provided  from  this  room  connecting  with  all  passenger  platforms,  and  to  avoid  the 
necessity  of  incoming  passengers  having  to  pass  through  the  waiting-room,  provision  has  been  made  by 
well-lighted  subways  carried  under  the  tracks  for  entrance  from  Twelfth  Street,  Park  Row,  and  the  covered 
carriage  court.     The  cost  of  the  station,  including  main  building  and  train-shed,  is  estimated  at  $900,000. 

Terminal  Depot  at  Oakland,  CaL,  Central  Pacific  Railroad. — The  western  terminal  station  of  the 
Central  Pacific  Railroad  is  situated  near  Oakland,  Cal  ,  upon  a  pier  of  earthwork  and  rock  running 
out  into  San  Francisco  Bay  from  its  eastern  shore,  a  distance  of  i|  miles,  having  a  wharf  and  ferry- 
slip  at  its  western  extremity. 

The  building  is  constructed  in  three  main  divisions  crosswise.  The  central  part  is  120  ft. 
wide  and  60  ft.  high,  and  accommodates  overland  trains,  and  the  divisions  on  either  side  of  tliis  are 
60  ft.  wide  and  40  ft.  high,  being  exclusively  for  suburban  trains  running  to  and  from  Oakland,  Ala- 
meda, and  Berkeley,  connecting  with  the  San  Francisco  ferry-steamers. 

At  the  west  end  of  the  main  or  central  division  are  two  commodious  waiting-rooms  for  passen- 
gers. The  upper  or  main  waiting-room,  120  X  120  ft.,  connecting  by  side  aprons  with  the  saloon 
deck  of  ferry-steamers,  and  the  lower  waiting-room,  connecting  by  end  apron  witli  the  main  deck  of 
steamers,  give  quick  and  easy  passage  to  and  from  the  boats. 

The  building  also  contains  a  restaurant  and  various  offices  and  apartments  for  railroad  employes. 

The  structure,  1050  ft.  total  length,  covers  an  area  of  over  four  acres,  and  is  constructed  mainly 
of  wood  and  iron,  the  supports  resting  on  concrete  and  pile  foundations.  The  roof  is  covered  with 
corrugated  iron  and  glass.     At  night  the  building  is  illuminated  with  electric  lights. 

Union  Depot  at  Omaha,  Neb. — The  proposed  Union  Passenger  Depot  at  Omaha,  Neb.,  is  de- 
scribed and  illustrated  in  the  issue  of  Engineering  News  of  August  17,  1889. 

Proposed  Terminal  Passenger  Depot  at  Chicago,  III.,  Chicago  Elevated  Terminal  Raihcav. — The 
proposed  terminal  passenger  depot  of  the  Chicago  Elevated  Terminal  Railway  at  State  and  Twelfth 
streets,  Chicago,  111.,  designed  by  Mr.  S.  S.  Beman,  architect,  Chicago,  111.,  is  shown  in  Figs.  672  and 
673,  taken  by  permission  from  the  Engineering  News  of  May  5,  1892,  in  which  publication  the  depot 
is  described  as  follows  : 

The  main  building  will  be  eight  stories  high,  and  surmounted  by  a  steep  tiled  roof,  and  will  have  a 
frontage  of  350  ft.  on  State  Street,  the  style  of  architecture  being  that  of  the  English  renaissance.  About 
80  ft.  south  of  this  main  building  will  be  a  train-shed  with  a  length  of  1000  ft.  on  State  Street.  At  the 
corner  of  the  building  will  be  a  tower  60  ft.  square  and  420  ft.  high  to  the  top  of  the  flag-staff.  In  the  tower 
there  will  be  a  clock  with  dials  on  each  side  19  ft.  diameter,  while  at  the  top  there  will  be  a  frieze  about 
16  ft.  wide,  emblematic  of  railway  construction. 

The  exterior  will  be  constructed  of  stone,  very  likely  brown-stone,  for  the  first  and  second  stories,  and 
above  this  the  walls  will  be  of  terra-cotta.  There  will  be  two  entrances  to  the  main  waiting-room  from 
State  Street  and  two  through  the  tower,  while  the  passengers  for  the  suburban  trains  will  reach  the  trains 
from  the  south  end  of  the  main  building  through  the  court  between  the  latter  and  the  train-shed.  The 
fronts  of  the  ground  or  first  story  of  both  the  main  building  and  train-shed  will  be  leased  for  stores,  with  tiic 
exception  of  the  space  used  for  entrances.  The  main  waiting-room  will  be  174x350  ft.,  and  will  be  arched, 
with  a  skj'light  overhead,  this  being  the  size  of  the  court  by  which  the  offices  above  will  be  lighted.  Open- 
ing onto  this  room  there  will  be  a  suburban  waiting-room,  50  x  160  ft.;  ladies'  parlor,  50  x  80  ft.;  and 
dining-rooms,  barber-shop,  news-stands,  etc. 

Off  the  main  waiting-room  there  will  be  a  loggia  iS  ft.  wide  and  about  130  ft.  long,  beneath  which  will  be 
a  carriage  entrance  to  the  elevators,  and  steps  leading  up  to  the  grand  waiting-room.  This  carriage  court  will 
be  150  X  50  ft.  The  upper  part  of  the  building,  including  the  tower,  will  be  used  for  offices,  of  which  there 
will  be  106  on  each  floqr.  In  the  trniii-shed  will  be  14  tracks,  with  a  transfer-table  by  which  trains  can  be 
immediately  transferred  from  one  track  to  another,  so  that  they  can  arrive  and  depart  without  interruption. 
At  the  north  end  of  the  shed  there  will  be  eight  elevators  for  receiving  and  lowering  the  baggage  from 


TERMINAL   PASSENGER  DEPOTS. 


425 


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426 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILFOADS. 


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TERMINAL    PASSENGER  DEPOTS.  427 

incoming  trains  to  the  baggage-rooms  beneatli.  vvliile  at  the  south  end  tlicre  will  be  the  same  number  for 
handling  outgoing  baggage.  The  steel  roof-trusses  of  the  train-shed  will  have  a  clear  span  of  2S9  ft.,  anti 
will  be  of  elliptical  form,  rising  to  a  height  of  125  ft.  They  will  be  placed  40  ft.  apart  and  arranged  in  pairs 
braced  and  riveted  together.  The  platforms  of  the  train-shed  will  be  of  Portland  cement,  and  the  tracks 
will  be  12  in.  below  the  platform  level. 

The  entire  structure  will  be  of  fire-proof  construction,  and  equipped  with  all  modern  conveniences. 
The  estimated  cost  is  $3,500,000.  It  is  intended  to  begin  work  as  early  as  possible,  and  it  is  thought  that 
two  years  will  be  required  to  complete  it. 

A  large  cut  of  this  depot  is  published  in  the  I iilaiiil  Architect  and  News  Rccofd,  Vol.  XIX.,  No.  2. 

Union  Passenger  Depot  at  St.  Paul,  Minn.^'Vhn  Union  Passenger  Depot  at  St.  Paul,  iMinn., 
designed  by  Mr.  L.  S.  Bufifington,  architect,  shown  in  Fig.  674,  is  a  large  terminal  head-station,  with 
six  tracks  terminating  at  the  head-house,  and  three  through  tracks.  Plans  for  this  building  were 
published  in  the  issue  of  the  Rai/zcay  Revieza  of  October  30,  1880,  and  described  as  follows  : 

The  depot  building,  now  in  process  of  construction  and  nearly  com|)leted.  is  locatccl  at  the  fuot.of 
Sibky  Street,  partly  on  the  public  levee  and  partly  on  the  adjoining  tier  of  lots.  The  width  of  this  portion 
of  tlie  ground  is  208  ft.;  the  length  from  Sibley  Street  to  the  east  end  of  the  station  is  720  ft.,  and  tlie 
approach  is  about  half  a  mile  long.  The  area  of  the  entire  depot  ground  is  9J  acres.  For  passenger  busi- 
ness nine  tracks  enter  the  grounds,  six  of  them  being  terminal  and  three  forming  continuous  lines  past  the 
south  side  of  the  head-house.  These  latter  connect  with  a  tenth  track  tliat  is  continuous  to  the  extreme 
south,  and  is  intemled  for  transfer  business.  This  system  of  tracks  is  arranged  in  pairs.  Between  these 
pairs  extejid  platforms,  475  ft.  long  by  88  ft.  wide,  connected  at  the  depot  end  by  a  cross  platform,  30  ft. 
wide  and  coveied  by  an  iron  porch  roof. 

The  depot  building,  constructed  of  St.  Louis  pressed  brick  and  Ohio  sandstone  trimmings,  has  a  130  ft. 
fi out  across  the  tracks,  and  is  150  ft.  deep.  It  is  divided  longitudinally  by  a  central  hall  112  ft,  long  and 
30  ft.  wide.  This  hall  is  carried  up  through  two  stories,  and  is  40  ft.  high.  The  effect  thus  produced  is  very 
striking,  and  is  heightened  by  the  artistic  decorations.  These  latter  consist  of  tasteful  mosaics  of  Philadelphia 
enamelled  and  Racine  pressed  brick,  with  which  the  hall  is  lined.  The  colored  enamelled  brick  are  carried 
up  some  10  ft.,  harmoniously  combined  in  a  graceful  design,  and  thence  the  cream-colored  brick  are  carried 
up  to  the  ceiling.  The  result  is  a  very  pretty  and  withal  light  hall.  At  the  second-story  a  series  of  arches 
is  encountered.  These  arches  form  the  upper  hall.  The  dwarfing  effect  of  projecting  balconies,  found  in 
some  similar  structures,  is  here  obviated  by  making  the  balconies  flush,  and  taking  the  extra  space  from  the 
upper  series  of  rooms.  Thus  there  is  in  the  central  hall  a  clean  sweep  of  two  stories.  The  interior  of  the 
cross  hall  is  also  tastefully  decorated.  The  artistic  effects  of  these  halls  are  quite  striking.  The  ladies'  and 
gentlemeri's  rooms  are  each  46  ft.  square,  and  there  arc  commodious  restaurants,  lunch  and  baggage  rooms, 
depot  offices,  employes'  rooms,  etc.  Taken  altogether,  this  is  a  model  depot.  The  arrangement  of  tracks  is 
admirable,  and  well  calculated  to  facilitate  a  systematic  handling  of  St.  Paul's  very  rapidly  increasing  passen- 
ger traffic.  The  comfort  and  convenience  of  the  public  has  been  especially  studied,  and  ventilation  and 
heating  have  been  closely  looked  after. 

This  building  was  destroyed  by  fire  in  1S84  and  immediately  rebuilt,  the  old  walls  being  jKirlly 
used  and  the  interior  arrangements  being  practically  the  same  as  previously  built.  The  baggage- 
building  on  the  north  side  ot  the  grounds,  built  in  1883,  is  a  two-story  lirick  building.  The  lower 
floor  is  used  for  baggage  and  express  and  for  the  heat  and  power  plant,  while  the  upper  floor  is  fitted 
up  for  emigrant  waiting-rooms. 

The  longitudinal  platforms  between  the  tracks  were  covered  by  wooden  platform  shed  roofs, 
supported  on  two  posts  about  every  16  ft.  These  temporary  wooden  platform  sheds,  as  also  the  iron 
])orch  roof  over  the  transverse  |>latforni  at  the  back  of  the  head-house,  were  removed  in  1889  and 
reiilaced  by  a  handsome  iron  train-shed,  as  illustrated  and  descril)ed  below. 

Train-slied  of  Union  Passeni^er  Depot  at  St.  Paul,  Minn. — The  train-shed  of  the  Union  Passenger 
Depot  at  St.  Paul,  Minn.,  designed  by  and  built  in  1889  and  1890  under  the  direction  of  Mr.  Clias. 
F.  Loweth,  civil  engineer,  St.  Paul,  Minn.,  shown  in  Figs.  674  to  677,  is  described  as  follows  by 
Mr.  Loweth,  who  has  kindly  furnished  some  very  valuable  data  as  to  the  details  of  the  work  and  the 
unit  costs,  whi<:h  will  prove  of  especial  interest,  and  hence  are  reproduced  here  in  fidl: 

The  shed  is  at  rear  of  and  adjoining  the  Union  Deput  building.  The  area  covered  is  640  ft.  in 
length  by  about  1S9  ft.  in  width,  and  deducting  the  area  in  .idjouiing  baggage  budding  amounts  to  115,128 


428 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


sq.  ft.  The  outer  right-hand  corner  was  cut  off  to  conform  to  tlie  property  Hnc.  Shed  covers  nine  tracks 
and  five  platforms,  the  lower  track  being  a  freight-transfer  track. 

The  structure  consists  of  a  series  of  nineteen  trusses,  spaced  generally  n  ft.  6  in.  r.  to  c,  and  varied  to 
suit  openings  in  baggage  building.  These  trusses  are  supported  on  posts  generally  165  ft.  10  in.  c.  to  c, 
with  projecting  brackets,  making  a  clear  span  of  about  164  ft.  6  in.,  and  a  total  width  of  building  of  about 
189  ft.  out  to  out  of  roof. 

Sides  of  structure  between  posts  are  open,  except  such  bracing  as  required  for  stability,  and  consisting 
of  a  7-ft.  deep  latticed  purlin-strut  at  top,  and  a  4-ft.  deep  plate-girder  curtain  strut,  the  bottom  of  which  is 
level  with  the  top  of  car-windows,  and  which  is  ornamented  by  rosettes  and  open  holes  arranged  in  scrolls. 
The  second  and  fourth  trusses  from  east  end  at  north  side  are  carried  by  longitudinal  trusses  to  adjoining 
posts  in  order  to  allow  for  side  tracks. 


Fig.  674. — Side  Elevation  of  HEAD-Hr>i'M    and    Tuain-shed. 


Fig.  675. 


-Cross-section  of  Train-shed. 


Foundations.  —  Foundations  along  south  side  and  the  two  at  N.  E.  corner  are  on  piles.  End  piers  have 
si.x  piles  and  intermediate  ones  nine  ;  largest  foundation  at  N.  E.  corner  of  building  has  twelve  piles.  All 
piles  were  cut  off  at  about  6  ft.  6  in.  below  ground  and  pit  e.xcavated  6  in.  below  top  of  piles  ;  on  piles  was 
placed  a  bed  of  American  natural-cement  concrete  2  ft.  thick  and  generally  6  ft.  wide  by  9  ft.  long.  On 
concrete  was  built  a  masonry  pier  of  first-class  ashlar  masonry  with  granite  cap-stones  about  6  in.  above  top 
of  rails. 

Foundations  along  baggage  building  were  carried  down  to  level  of  bottom  of  building  foundation,  about 
6  ft.  6  in.  below  tracks  ;  foundation  wall  cut  away  for  length  of  about  7  ft.  6  in.,  and  a  Portland-cement  con- 
crete foundation  7  ft.  6  in.  by  15  ft.  laid,  the  length  being  transverse  to  building.  Eight  10  in.  steel  beams 
14  ft.  long  were  bedded  in  each  concrete  base  ;  on  this  foundation  masonry  was  built  similar  to  other  piers 
except  that  the  cap-stones  were  Mankato  stone  and  the  space  between  building  wall  and  new  piers  was  filled 
with  masonry. 


TERMINAL  PASSENGER   DEPOTS.  429 

All  foundaiions  are  on  made  ground,  consisting  of  20  to  25  ft.  of  gravel  tilling  on  old  slough  and  river 
bed,  put  in  from  nine  to  twelve  years  previously. 
Quantities,  prices,  and  total  cost  are  as  follows : 

2265  ft.  pine  piling,  at  30  c 6"679  50 

150.99  cu.  yd.  Milwaukee  cement  concrete,  at  $4.50, 679  45 

S8.20   ■■     "    Portland  cement  concrete,  at  §6, 50 573  30 

144.06   "     "    Mankato  stone  masonry,  at,  §14 2,016  84 

5.62    "     "           "             "       pier  caps  at,  $16, 91  00 

10.4     "     "   granite  pier  caps,  at  §50.75, 527  80 

Extra  work,  repairing  sewer  damaged  in  driving  piles,  etc 69  97 

Steel  beams  for  foundations,  25,704  lbs.,  at  3  c 771  12 

Total $5,408  98 

Cost  of  loundation  per  square  foot  of  area  covered,  4.7  cents. 

Iron  Work. — Trusses  are  6  ft.  deep  at  ends,  23  ft.  deep  at  centre,  with  bottom  chord  curvefl  and  raised  at 
centre  10  ft   above  ends.     Trusses  are  pin-connected  e.xcept  the  two  panels  at  ends,  wliich  were  made  of  tlie 


UNION    D  E  p  e>S^«  At  N  -  s-3 

Len-*th    6  40  ft.    ^^^ 


Fig.  676. — Perspective  of  Exterior  of  Train-shed. 


riveted  lattice  form  in  order  to  admit  of  a  stifTer  connection  to  the  supporting  posts.  All  eye-bars,  counters, 
top  chords,  pins  and  supporting  posts  are  of  steel.  All  else  of  wrought-iron.  All  rivet-holes  in  steel  were 
reamed. 

Structure  was  proportioned  for  a  combined  dead  and  live  load  of  respectively  20  and  25  lbs.  per  square 
foot  of  roof  surface,  and  also  for  the  above  dead  load,  and  in  addition  a  combined  live  snow-load  of  20  lbs.  per 
square  foot  and  a  horizontal  wind-pressure  of  50  lbs.  per  scjuare  foot,  both  acting  on  the  same  half  of  truss 
only. 

AllowabVe  unit  stresses  are  generally  on  a  basis  of  a  factor  of  4,  which  is  a  minimum  and  increased 
somewhat  as  the  importance  of  the  member.     Minimum  thickness  of  metal  t\  in.     Purlins  are  riveted  lat- 


43° 


BUILDINGS  AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


tice  girders  spaced  about  lo  ft.  lo  in.  apart  measured  in  plane  of  roof,  and  arc  generally  3  ft.  deep.  Purlins 
are  prevented  from  sagging  by  3  in.  X3  in.  x  {'^  in.  angle-iron  extcmling  from  centre  of  purlins  to  ridge  pur- 
lins, or  diagonally  each  way  to  the  main  trusses. 

Lateral  bracing  occurs  in  every  other  space  between  trusses  at  top  chord  only,  except  in  the  two  spaces 
at  east  end  of  shed,  where  heavy  lateral  bracing  occurs  at  lower  chord  level  to  provide  for  wind-pressure  on 
end  gable. 

The  total  weight  of  iron  and  steel  in  superstructure  is  1,690,290  lbs.,  equivalent  to  14.7  lbs.  per  square  fort 
of  area  covered.  Contract  price  was  4.25c.  per  pound  erected  and  painted,  amounting  to  iji/ 1,837. 32,  or  62.5c. 
per  square  foot  of  area  covered. 

Extras  in  iron-work  contract  amounted  to  .S'524.41  and   included  cost  of  6160  lbs.  eye-bars   broken  in 


Fir..  677, — Perspective  of  Interior  of  Train-shed. 


testing  and  2033  lbs.  irnn-work  injun-d  liy  other  contractor,  extra  painting,  etc.  ;  making  total  cost  of  iron- 
work .^72,361.73. 

lioof-coveriiii^. — Roof-covering  is  of  ij-in.  matched  and  dressed  pine  sheathing  laid  on  3-in.  xS-in.  pine 
jack-rafters  spaced  about  4  ft.  3  in.  apart  and  bolted  to  purlins.  Skylights  arranged  as  shown  on  plans. 
Glass  f  in.  thick  in  first  125  ft.  ne.xt  to  Union  Depot  building,  and  balance  J  in.  thick,  all  best  quality  rolled 
ribbed  glass,  set  in  galvanized-iron  frames,  thoroughly  painted.  Skylights  constitute  26.3^  of  roof  surface. 
Ventilation  of  shed  obtained  by  continuous  wood  louvres,  one  on  each  side  of  roof  at  about  the  centre,  and 
by  four  large  ventilators  at  ridge,  each  one  panel  long  with  wood  louvres  at  sides  ;  also  by  ten  cast-iron 
"  None  such  "  smoke-jacks  at  ridge. 

Roofing  of  tin  (Gilbertson's  "Old  Method"  or  Taylor's  "Old  Style,"  extra  heavy  coated).  .\\\  tin 
painted  an  under  side  at  shop  and  laid  with  one  layer  of  strawboard  building-paper  between  it  and  the 
sheathing.     Gutters  made  of  No.  24  galvanized  iron. 

The  entire  cost  of  this  roof-work,  including  enclosing  ends  of  shed,  gutters,  leader-pipes,  etc.,  was 
$34,825.54,  or  equal  to  y>\c.  per  square  foot  of  area  covered. 


TERMINAL   PASSENGER  DEPOTS.  431 

The  following  arc  some  of  the  quantities  in  the  work  and  prices  paid  : 
y6,6t>o  sq.  ft.  of  tin  roofing,  at  $9.00  per  100  ft.,  incUiding  flashings,  painting  under  side,  and  paper  layer. 
33,060  sq.  ft.  of  skylights,  7480  ft.  being  §  in.  glass,  balance  \  in.  thick.     Cost  53c.  and  45c.  per  square 
foot  respectively,  set  in  place. 
S96  lineal  ft.  of  24-in.  girth  galvanized-iron  gutter. 
648      '•       '•     "  galvanized-iron  leader-pipes. 

16S      cast-iron  leader-pipes. 

31 1       31  in.  X  24  in.  iron  cornices. 

3.460  sq.  ft.  corrugated-iron  siding. 

1,280  lineal  ft.  of  4  ft.  10  in.  wood  louvres. 

264      "       ••    ••   3  •'      5 

83      ' glazed  light  frame  in  east-end  gable. 

193.480  ft.  B.  M.  in  rafters  and  sheathing. 

Above  price  did  not  include  painting  of  wood  and  sheet-metal  work,  except  such  surfaces  as  would  be 
inaccessible  for  painting  after  erection;  separate  contract  for  painting  amounting  to  $3500,  including  one 
coat  for  all  rafters  and  under  side  of  roof  sheathing,  and  two  coats  on  all  outside  wood-work,  tin-roofing, 
cornices,  gutters,  and  corrugated  and  other  sheet-iron  work,  but  not  including  painting  of  any  structural 
iron-work.     Above  price  is  equivalent  to  34  c.  per  square  foot  of  area  covered. 

Cost  of  structure  should  include,  in  addition  to  above  items,  one  of  $2251.77  for  miscellaneous  e.xiiendi- 
tures,  such  as  su|)plies,  extra  help,  electric  lights,  building  permit,  switching  cars,  etc.,  and  including  $709.42 
for  sewers  along  both  sides  of  building. 
Suiniiiary  of  Cost : 

Foundations $5,408  "98 

Iron-work 72,361   73 

Roof-covering,  etc 34,825  54 

Painting 3.500  00 

Miscellaneous 2,251   77 

Total $118,348  02 

Engineering  and  inspection,  including  inspection  of  iron-work  at  mill  and  shop,   .     4.84S  07 

Total  cost $123,196  09 

Total  cost  per  square  foot  of  area,  §1.07. 
The  iron-work  was  furnished  and  erected  by  the  Keystone  Bridge  Co. 

Tain  ilia  I  Passenger  Depot  at  Forty-second  Street,  New  York,  N.  V.,  New  York  Central  Ss'  Hudson 
River  Railroad. — In  Fig.  678  is  shown  the  ground-plan  of  the  terminal  depot  of  the  New  York  Central 
&  Hudson  River  Railroad  at  Forty-second  Street,  New  York,  N.  Y.,  which  is  built  as  a  U-shaped 
head-station.  This  station  serves  for  several  railroads,  and  hence  there  are  a  series  of  waiting  and 
l^'^ggage  rooms.  The  train-shed  for  departing  trains  has  twelve  tracks,  while  the  shed  for  arriving 
trains  has  seven  tracks.  The  train-sheds  are  650  ft.  long.  The  main  shed  is  covered  by  a  single-span 
arched  iron  roof  construction  of  200  ft.  span. 

Terminal  J'assenger  Depot  at  Jersey  City,  N'.  /.,  Central  Railroad  of  New  Jersey.— 'Wm^  passenger 
depot  of  the  Central  Railroad  of  New  Jersey  at  Jersey  City,  N.  J.,  shown  in  Figs.  679  to  6S3,  de- 
scribed and  illustrated  in  the  issue  of  Engineering  A'^e'ws  of  October  6,  18SS,  from  which  publication 
Figs.  679  to  682  are  copied,  is  a  large,  handsome,  and  substantially  built  terminal  head-station,  de- 
scribed as  follows  in  the  imblication  mcTitioned  : 

The  buihiing  is  of  brick  and  iron,  with  stone  trimmings  in  the  front.  The  general  dimensions  are  215 
ft.  in  width  by  717  ft.  in  length,  the  train-shed  being  512  ft.  long.  The  accompanying  plan  and  front  and 
side  elevations  convey  a  clear  idea  of  the  arrangement  of  tlie  ground-floor  and  of  the  appearance  of  the 
exterior. 

The  foundations  of  the  walls  and  piers  are  of  piles  of  an  average  length  of  60  ft.  Under  the  walls  the 
piles  are  placed  zigzag,  from  5  to  6  ft.  apart,  in  two  rows  2  ft.  centre  to  centre.  On  top  of  the  piles  are  12x12 
caps,  upon  which  are  3x6  cross-pieces  on  which  rests  the  masonry.  All  the  wood  is  below  high-water  mark. 
The  pier  foundations  are  clusters  of  from  7  to  9  piles  capped  vi-ith  12  x  12  and  3x6  timbers,  and  then  a  brick 
pier  capped  with  a  3  x  4  bluestonc.  These  support  the  iron  columns  carrying  the  main  roof  of  the  train- 
shed.     The  load  on  a  single  pile  is  limited  to  9  tons. 


432 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


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TERMINAL  PASSENGER  DEPOTS. 


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BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS^ 


TERMINAL   PASSENGER  DEPOTS. 


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BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


The  truss  of  ihe  truin-shed  roof  is  shown  in  the  accompanying  half-section.  Tlie  trusses  are  spaced  32J 
ft.  The  lean-to  roofs  are  tin,  tlie  others  slate.  Extending  the  length  of  the  train-shed  is  a  monitor  roof  of 
glass.     Fixed  windows  are  placed  above  the  lean-to  roof. 

The  train-shed  will  accommodate  12  tracks,  6  for  outgoing  and  6  for  incoming  passengers.  The  tracks 
are  arranged  in  pairs,  separated  by  concrete  walks,  13  ft.  10  in.  wide.  The  tracks  are  spaced  generally  12  ft. 
centres. 

The  waiting  room  in  the  centre  of  the  head-house  is  85  ft.  4  in.  in  length,  and  66  ft.  8  in.  in  width.  The 
ticket-office  is  located  at  the  entrance,  and  at  the  sides  are  news-stands,  restaurant,  private  rooms,  etc.  The 
walls  are  of  English  cream-colored  glazed  brick,  and  the  flooring  of  bluestone.  This  room  is  lighted  by  3 
large  dormers  and  a  skylight  extending  the  whole  length.     All  the  other  rooms  upon  this  floor  are  finished 


Fig.  6S3.     Perspective  of  Exterior  of  Train-shed. 

in  North  Carolina  hard  pine,  the  ceilings  being  formed  by  the  beams  and  flooring  of  the  second  story.  The 
exit  for  incoming  passengers,  on  the  south  side  of  the  building,  is  29  ft.  wide,  is  paved  with  concrete  and 
walled  with  English  brick.  The  platform  between  the  head-house  and  train-shed  is  31^  ft.  wide.  The  bag- 
gage passage  is  on  the  north  side  of  the  depot. 

The  vault  measures  17  by  loj  ft.  inside.  The  foundation  consists  of  three  rows  of  piling  (longitudinal) 
carrying  arches  supporting  the  floor,  which  is  on  a  level  with  the  main  floor.  The  centre  wall  is  12  in. 
thick,  the  outer  ones  24  in.  In  the  latter  is  a  4-in.  air-space.  The  vault  is  entered  from  the  second  floor  by 
means  of  a  spiral  stairway. 

The  upper  stories  of  the  head-house  are  to  be  used  as  offices. 

Four  nevi'  slips,  arranged  symmetrically  with  the  building,  and  a  new  ferry-house,  are  being  built. 

The  depot  building  was  designed  by  Messrs.  Peabody  &  Stearns,  architects.  The  work  throughout  was 
built  and  carried  out  under  the  immediate  supervision  of  Mr.  Wm.  H.  Peddle,  Engineer  and  Superintendent, 
C.  R.  R.  of  N.  J. 


Terminal  Passenger  Depot,  Philadelphia,  Pa.,  Philadelphia  &"  Reading  Terminal  Railroad. — The 
passenger  station  of  the  Philadelphia  &  Reading  Terminal  Railroad  Company  at  Twelfth  and  Market 
streets,  Philadelphia,  forms  the  Philadelphia  terminus  of  the  Philadelphia  &  Reading  Railroad.  It 
is  a  large  and  substantially  built  terminal  head-station,  designed  by  Messrs.  Wilson  Brothers  &  Co., 


TERMINAL   PASSENGER   DEPOTS.  437 

civil  engineers  and  architects,  Pliiladelphia,  Pa.,  as  shown  in  Figs.  684  to  688,  prepared  from  data 
kindly  furnished  by  them.  The  head-house,  which  fronts  on  Market  Street,  has  a  frontage  of  266  ft. 
6  in.  and  a  depth  of  100  ft.  It  is  eight  stories  high  with  a  half-basement  ;  the  height  from  the  pave- 
ment to  the  top  of  the  balustrade  being  153  ft.  The  train-shed  is  266  ft.  6  in.  in  width  and  559  ft. 
long,  including  the  lobby  50  ft.  wide  in  rear  of  head-house.  The  entire  space  covered  reaches  from 
Market  Street  to  Arch  Street,  a  distance  of  659  ft.  The  trains  enter  the  station  by  an  elevated  struc- 
ture, so  that  the  platforms  in  the  train-shed  are  on  a  level  with  the  second  floor  of  the  head-house. 
Filbert  Street,  which  runs  between  Market  Street  and  Arch  Street,  and  parallel  thereto,  passes  under 
the  train-shed.  The  ground-floor  from  Market  Street  to  F'ilbert  Street  is  occupied  by  the  railroad 
company  for  sundry  purposes,  explained  below,  while  the  space  under  the  train-shed  from  F"ilbert 
Street  to  Arch  Street  is  utilized  for  a  public  market-house. 

This  structure  is  especially  noteworthy,  as  it  is  the  most  recent  passenger  terminal  station  of 
magnitude  erected  in  this  country,  its  construction  having  begun  in  the  fall  of  1891.  It  presents, 
therefore,  so  far  as  feasible  under  the  circumstances,  the  best  arrangements  and  the  latest  improve- 
ments applicable  to  railroad  passenger-stations.  It  has  the  largest  existing  single-span  train-shed 
roof,  which  fact  alone  entitles  this  structure  to  rank  with  the  most  prominent  railroad  terminal  stations 
of  this  or  any  other  country.  The  Philadelphia  &  Reading  Railroad  Company  has  succeeded  in 
erecting  one  of  the  handsomest  terminal  passenger  stations  in  the  world,  so  that  due  credit  should  be 
given  to  the  railroad  company  and  to  the  designers  for  an  achievement  that  every  American  can  be 
justly  proud  of. 

The  exterior  of  the  building,  as  represented  in  Fig.  684,  shows  a  design  in  the  Italian  Renais- 
sance, which  is  very  artistic  and  effective.  Since  the  design  was  made  from  which  the  illustration  is 
taken,  an  additional  story  has  been  added  to  the  head-house  between  the  third  and  the  seventh  floors, 
which  will  improve  the  appearance.  The  basement  and  the  first  stories  are  built  of  pink  granite,  and 
the  remainder  of  pink  brick  and  white  terra-cotta. 

The  several  floors  of  the  head-house  are  used  as  follows  :  The  basement  is  fitted  up  for  stores. 
The  first  floor  serves  as  an  entrance-lobby  for  passengers,  with  the  necessary  ticket-offices,  baggage- 
rooms,  carriage-court,  and  accommodations  for  a  number  of  interests  and  departments  connected  with 
the  railroad  and  station  service.  The  second  floor,  which  is  on  a  level  with  the  platforms  in  the  train- 
shed,  contains  a  large  general  waiting-room,  a  ladies'  waiting-room,  dining-room,  restaurant,  toilet- 
room  for  gentlemen  and  ladies,  etc.  The  remainder  of  the  building  is  used  for  general  ofifices  of  the 
railroad  company  and  of  the  operating  service  of  the  terminal. 

The  half-basement  on  each  side  of  the  main  passenger  entrance  from  Market  Street  is  fitted  up 
very  handsomely,  and  contains  six  stores  on  the  Market  Street  front  and  one  on  Twelfth  Street.  It 
is  reached  by  a  few  steps  leading  down  from  the  street. 

The  large  passenger  lobby  on  the  first  floor,  58  ft.  X  80  ft.,  forming  the  main  entrance,  is  reached, 
as  shown  in  Fig.  685,  by  two  steps  leading  up  from  the  level  of  Market  Street  through  an  open 
arcade,  1 14  ft.  front  and  12  ft.  in  depth.  On  the  left-hand  side  of  the  lobby  there  is  the  ticket-office,  37  ft. 
X  48  ft.,  with  a  fire-proof  vault;  also  a  branch  office  of  the  U.  S.  post-office,  31  ft.  X  37  ft.  In  the  rear 
wall  of  the  lobby  there  is  an  entrance  to  a  20-ft.  corridor  leading  from  the  lobby  to  the  carriage-court, 
and  also  two  openings  to  the  outward-bound  baggage-room,  so  that  passengers  after  purchasing  tickets 
can  attend  to  checking  their  baggage  before  ascending  to  the  train-floor  of  the  building.  On  the 
right-hand  side  of  the  lobby  there  is  a  lo-ft.  staircase  leading  to  the  train-floor  ;  also  two  elevators 
for  passengers,  and  a  Pullman  ticket-office. 

On  the  Market  Street  front,  beyond  the  arcade  to  the  right,  there  is  a  large  office, 43  ft.  X  58  ft., 
with  a  fire-proof  vault,  for  the  Philadelphia  tS:  Reading  Coal  and  Iron  Company.  In  the  rear  of  this 
office  there  is  the  store-room  for  railroad-tickets,  32  ft.  X  37  ft. 

To  the  left  of  the  arcade,  at  the  corner  of  Market  Street  and  Twelfth  Street,  is  the  office  for  the 
treasury  department  of  the  Philadelphia  &  Reading  Railroad  Company.  This  office  is  64  ft.  X  73  ft. 
and  has  connected  with  it  large  burglar-proof  and  fire-proof  vaults. 

Between  this  office  and  the  ticket-office  is  located  the  main  exit  stair  leading  to  Market  Street ; 
and  there  is  also  a  similar  stair  leading  to  Twelfth  Street,  as  shown  on  the  plan. 

At   the   extreme  right  of  the  Market  Street  front,  and  also  on  the  Twelfth  Street  front,  there  are 


438  BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAILROADS. 


I 


TERMINAL  PASSENGER  DEPOTS. 


439 


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Fig.  6S5. — Ground-plan  ok  Fikst  Floor. 


440  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


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Fig.  686. — Grou.\d-plan  of  Train  Floor. 


TERMINAL   PASSENGER  DEPOTS. 


44' 


442  BUILDINGS  AND   STRUCTURES   OF  AMERICAN  RAILROADS. 


TERMINAL   PASSENGER  DEPOTS.  443 

special  entrances  with  staircases  and  elevators  leading  to  the  general  offices  of  the  railroad  company 
on  the  upper  lloors. 

Tile  baggage  rooms  are  located  between  the  head-house  and  the  carriage-court  in  the  rear,  from 
which,  as  previously  mentioned,  there  is  a  20-ft.  corridor  leading  to  the  entrance-lobby.  This  corridor 
is  flanked  by  a  number  of  small  offices  for  various  purposes,  such  as  railroad  mail  and  the  advertising 
ins|)ector. 

The  out-bound  baggage-room  is  72  ft.  X  90  ft.  Baggage  is  received  from  wagons  standing  in  the 
carriage-court  and  hoisted  to  the  train-lloor  level  by  means  of  two  baggage-elevators  at  one  end  of 
the  room.  Passengers  can  check  their  baggage  or  make  inquiries  concerning  same  at  the  two 
openings  from  the  lobby  previously  mentioned.  At  one  corner  of  this  baggage  room  there  is  a  water- 
closet  for  employes.  At  the  corner  next  to  the  carriage-court  there  is  a  mail-chute,  so  that  incoming 
mail-bags  can  be  delivered  from  the  upper  or  train-floor  level  to  a  platform  on  the  lower  level,  whence 
they  are  loaded  into  the  mail-wagons. 

The  in-bound  baggage-room  is  72  ft.  X  105  ft.  Baggage  is  transferred  to  it  from  the  train-floor 
level  by  two  baggage-elevators,  located  as  show  on  the  plans,  and  thence  delivered  to  wagons  stand- 
ing in  the  carriage-court  or  on  Twelfth  Street.  At  the  corner  of  this  baggage-room,  next  to  the  cor- 
ridor from  the  carriage  court  previously  referred  to,  and  near  the  entrance-lobby,  there  is  an  in-bound 
baggage-delivery  window,  where  in-bound  passengers  passing  to  the  carriage-court  can  obtain  hand- 
baggage  or  make  any  necessary  arrangements- 

The  carriage-court  in  the  rear  of  the  baggage-rooms  is  74  ft.  wide  and  runs  through  under  the 
train-shed  from  Twelfth  Street  to  Hunter  Street,  to  which  it  forms  a  prolongation,  as  shown  on  the 
l)lans.  The  middle  of  the  carriage-court  is  used  as  a  driveway;  the  side  next  to  the  baggage-rooms 
serves  for  wagons  to  stand  when  delivering  or  receiving  baggage,  while  the  other  side  of  the  court  is 
utilized  as  a  cab-stand. 

The  space  on  the  ground-level  between  this  carriage-court  and  P'ilbert  Street  is  used  for  a  restau- 
rant for  employes  and  market  people,  and  for  an  express-office.  The  restaurant,  47  ft.  X  89  ft.,  front- 
ing on  Filbert  Street,  Twelfth  Street,  and  the  carriage-court,  has  connected  with  it  a  store-room,  18  ft. 
X  24  ft.  ;  a  kitchen,  19  ft.  X  29  ft.  ;  a  pantry,  18  ft.  X  23  ft.  ;  a  bakery,  17  ft.  X  19  ft.  ;  and  water- 
closets  for  men  and  for  women.  The  express-office,  47  ft.  X  129  ft.,  is  accessible  from  Filbert  Street 
and  from  the  carriage-court,  and  is  provided  witli  a  toilet-room  for  employes. 

The  remainder  of  the  ground-floor  under  the  train-shed  between  Filbert  Street  and  Arch  Street 
is  used  as  a  public  market-house,  as  before  stated. 

The  ground-floor  having  been  explained,  it  will  now  be  in  order  to  describe  the  second  or  main 
floor  of  the  building,  as  shown  in  Fig.  686,  which  is  on  a  le\el  with  the  platforms  in  the  train-shed. 
The  outgoing  passengers,  after  purchasing  tlieir  railroad-tickets  and  checking  their  baggage,  ascend 
from  the  entrance-lobby  on  the  ground-floor  by  the  entrance  stairs  or  elevators,  shown  on  the  plans, 
to  the  general  waiting-room,  78  ft.  X  100  ft.,  which  is  a  lofty  and  handsomely  finished  room.  In  front 
of  this  room,  facing  Market  Street,  is  a  loggia,  14  ft.  X  120  ft.,  which  adds  materially  to  the  beauty  of 
the  exterior  design  of  the  building,  while  it  lends  additional  attractions  to  the  general  waiting-room,  as 
it  will  prove  in  summer  a  welcome  extension. 

On  the  right  of  the  general  waiting-room  is  located  the  ladies'  waiting-room,  39  ft.  X  43  ft.,  with 
ladies'  parlor,  15  ft.  X  17  ft.,  and  a  ladies'  toilet-room,  15  ft.  X  17  ft.,  a  parcel-room,  and  the  stairs 
and  elevators  for  passengers.  On  the  left  is  the  dining-room,  43  ft.  X  84  ft.,  and  the  restaurant,  48  ft. 
X64  ft.,  with  lunch-counter.  A  telegraph-office,  for  the  use  of  the  public,  and  a  news-stand  are  located 
on  the  side  of  the  general  waiting-room  next  to  the  train-shed. 

There  is  a  lobby  50  ft.  wide  between  the  head-house  and  the  train-shed,  extending  across  the 
station,  in  which  outgoing  crowds  congregate  while  waiting  for  the  gates  to  be  opened,  and  from 
which  iticoming  passengers  have  access  to  the  main  exit  stairs  to  Twelfth  Street  and  to  Market 
Street.  The  lobby  is  enclosed  on  the  train-side  by  an  ornamental  iron  fence  with  gates  o])posite  the 
longitudinal  platforms  in  the  train-shed.  The  elevators  from  the  baggage-rooms  on  the  ground-floor 
are  located  at  the  ends  of  this  lobby,  which  also  contains  small  offices  for  the  station-master  and  the 
United  States  postal  clerk.  The  second  story  of  the  head-house  is  35  ft.  high,  and  the  main  waiting- 
room  occupies  the  whole  of  it  ;  but  on  either  side  a  half-story  is  obtained  over  the  ladies'  waiting- 


444  BUILBINGS   AND    STRUCTURES   OF  AMERICAN  RAILROADS. 


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TERMINAL   PASSENGER  DEPOTS. 


445 


room,  dining-room,  etc.  A  small  service  stair  leads  from  the  lobby  lo  the  portion  of  this  half-story 
on  the  ladies'  waiting-room  side,  where  the  station  operating  force  is  acconinimlated.  The  gentle- 
men's toilet-room,  15  ft.  X  29  ft.,  also  opens  on  the  lobby  at  this  end. 

The  remainder  of  the  building  is  used  for  the  general  offices  of  the  railroad  company  and  its 
affiliated  interests,  and  is  fitted  up  for  offices  in  the  very  best  and  most  approved  manner. 

The  train-shed  extends  from  the  lobby  to  Arch  Street,  a  distance  of  509  ft.  The  lobby,  50  ft. 
wide,  is  covered  with  a  low-pitch  roof  and  skylights,  so  as  to  afford  better  light  to  the  offices  in  the 
rear  of  the  head-house  above  the  train-shed  floor. 

The  roof  of  the  train-shed  is  designed  as  shown  in  Fig.  688,  the  trusses  being  grouped  in  jiairs 
spaced  50  ft.  2  in.  centre  to  centre  of  pairs,  the  trusses  in  each  pair  being  5   ft.  centres.     The  hori- 


0'      10'     20'  40*  6O' 


BROAD  STRETEX 

Fig.  6go. — Ground-i'LAN  of  First  Floor. 


J      L 


zontal  thrust  at  the  foot  of  the  arch  is  taken  \\y  by  a  system  of  eye-l)ar  ties  running  across  the  train- 
shed  under  the  floor  alongside  of  the  cross-girders  supporting  the  tracks.  The  illustration  Fig.  688 
shows  the  space  devoted  to  the  market-house  below  the  train-shed  floor,  and  Fig.  687  shows  the 
elevation  of  the  Arch  Street  end  of  train-shed. 

The  following  are  the  official  data  regarding  the  dimensions  of  this  train-shed  roof,  which,  as  ])re- 
viously  stated,  is  the  largest  existing  single-span  train-shed.  Clear  span  at  level  of  tracks,  253  ft.  8  in. 
Span,  266  ft.  6  in.  over  all  and  262  ft.  3  in.  back  to  back  of  chords.  Span  centre  to  centre  of  end-pins, 
259  ft.  8  in.  Height  from  top  of  rail  to  top  of  skylight  ridge,  95  ft.  6  in.  Vertical  height  centre  to  centre 
of  pins,  88  ft.  3-j5j-  in.     Height  in  clear  at  centre  of  span  from  top  of  rail  to  underclearance  line,  80  ft. 

There  are  thirteen  tracks  in  the  train-shed,  grouped  in  pairs  with  longitudinal  platforms  between 
them,  the  tracks  in  each  pair  being  12  ft.  on  centres  and  the  platforms  19  ft.  wide.  The  platforms  are 
8  in.  above  the  top  of  the  rails  and  4  ft.  6  in.  from  the  centre  of  the  nearest  track.  The  rails  are  laid 
on  creosote<l   oak  cross-ties   bedded  in   asphalt  concrete.     The  floor  of  the  train-shed,  forming  the 


446 


BUILDINGS  AND   STRUCTURES  OF  AMERICAN  RAIIROADS. 


ceiling  of  the  market-house,  is  constructed  as  shown  in  Fig.  688,  and  floor-lights  are  inserted  in  the 
longitudinal  platforms  between  the  tracks.  The  roof  is  covered  with  tin  over  wooden  sheathing  on 
wrought-iron  purlins.  The  skylights  are  glazed  with  |-in.  rough  plate  glass  set  on  sash-bars  made  of 
sheet  copper  with  wrought-iron  coves.  The  sides  of  the  slied  are  of  cast-iron,  panelled  and  provided 
with  windows,  pivot-hung,  so  as  to  give  ample  light  and  ventilation. 

Proposed  Extension  of  Tei  /ninal  Passenger  Depot  at  Broad  Street,  Philadelphia,  Pa.,  Pennsylvania 
Railroad. — In  the  issues  of  the  Railroad  Gazette  of  September  30  and  October  21,  1892,  and  in  the 
issues  of  the  Engineering  N'e-a's  01  October  6  and  October  13,  1892,  the  proposed  extension  of  the 
terminal  passenger  depot  of  the  Pennsylvania  Railroad  at  Broad  Street,  Philadelphia,  Pa.,  as  shown 
in  Figs.  689  to  691,  copied  by  permission  from  the  Engineering  N'etcs,  is  described  and  illustrated. 
The  old  depot  at  this  point,  described  above  and  illustrated  in  Figs.  635  to  641,  built  about  1882, 
having  become  inadeijuate  to  accommodate  the  increased  passenger  travel  at  this  station,  the  railroad 


BROAD  STREET 

Fig.  6gT. — Ground-plan  of  Train  Floor. 

company  was  forced  in  1892  to  acquire  the  remainder  of  the  property  facing  on  Broad  Street  between 
Market  Street  and  Filbert  Street,  and  to  make  arrangements  for  the  construction  of  the  new  depot 
building  and  train-shed,  as  shown  in  Figs.  689  to  691.  The  old  depot  building  at  the  corner  of 
Broad  Street  and  Filbert  Street  will  remain,  with  extensive  changes,  however,  in  the  interior.  At  the 
corner  of  Market  Street  and  Broad  Street  a  new  building,  14  stories  high,  as  shown  in  Fig.  689,  is  to 
be  built  with  a  train-shed  extending  across  the  rear  of  both  the  old  and  the  new  building,  which  train- 
shed  will  be  306  ft.  95  in.  wide  and  707  ft.  long,  accommodating  16  tracks,  which  is  double  the 
number  of  tracks  in  the  old  layout.  The  train-shed  will  be  140  ft.  high  at  the  centre,  the  main 
arches  having  a  clear  span  of  294  ft.  and  a  clear  height  of  104  ft.  6  in.  The  layout  of  the  ground- 
floor  with  the  entrances  from  and  exits  to  the  street  is  shown  in  Fig.  690,  and  the  arrangement  of 
the  second  floor,  which  is  on  a  level  with  the  tracks  in  the  train-shed,  is  shown  in  Fig.  691.  The 
upper  stories  will  be  utilized  for  the  general  offices  of  the  railroad  company. 


APPENDIX. 


SPECIFICATIONS. 


PENNSYLVANIA    RAILROAD. 

Specifications  for  Local  Passenger  Depot  at  Pottsvillk,  Ha.* 

excavations   and  foundations. 

Excavate  for  fmindai ions  to  depth  indicated  on  the  drawings;  the  foundation  masonry  to  be  built  to 
correspond  with  the  dimensions  and  in  tlie  manner  shown  on  the  drawiUi^^. 

Excavations  for  drain  and  other  pipes,  except  for  plumbing  and  gas-fitting,  will  be  done  by  the  mason. 

The  stone  used  for  foundations  must  be  submitted  to  and  have  the  approval  of  the  Engineer  in  charge 
before  being  permitted  to  be  laid  in  the  walls.  No  stone  to  have  less  bed  than  face,  and  the  footing  courses 
to  be  laid  with  extra  large  flat  stone;  all  to  be  carefully  bedded  on  their  broadest  faces,  well  bonded 
together,  and  laid  in  strong,  sharp  mortar,  made  of  good  lime  and  clean,  sharp  sand,  or  sharp  screened 
gravel,  as  the  Engineer  mav  direct. 

Areas. — Build  in  substantial  manner  all  walls  (or  ways  to  outside  cellar-doors,  areas  to  cellar-windows, 
and  such  other  walls  as  indicated  on  plans.  ,-/c. 

Damp  Course. — On  the  top  of  cellar  walls,  and  under  joists,  girders,  plates,  sills,  etc.,  lay  a  course  of 
slate         thickness  in  cement,  to  prevent  the  rise  of  moisture. 

Cesspcjol. — Locate  where  indicated,  and  excavate  for  cesspool  to  a  depth  of  12'  o"  or  such  depth  as  tlie 
Engineer  in  charge  shall  direct ;  wall  up  with  hard  brick  8i^"  deep,  the  finished  diameter  to  be  5'  6".  The 
bricks  will  be  laid  from  bottom  of  well  up  to  within  3'  o''  of  the  top.     Cover  the  cesspool  with  a  flag- 

stone 7'  o"  X  7'  o"  X  6",  having  manhole  2'  o"  diameter,  and  cover  of  cast-iron. 

stone-work. 

Cut  Stone. — All  the  cut  stone-work,  of  every  description,  to  be  of  the  dimensions,  form,  kinds,  and 
finish  as  per  plans,  elevations,  etc.;  the  same  to  be  delivered  in  first-class  conditions,  free  of  all  defects,  prop- 
erly lewised,  drilled,  dowelled,  anchored,  fitted  and  set,  close-jointed,  carefully  pointed,  and  cleaned  off  at 
completion. 

Spalled  or  patched  stone-work  will  be  condemned. 

Bond  Stone. — Bond  stone  must  be  built  in  all  walls  and  piers,  wherever  required  by  the  drawings 
the  bonds  to  be  made  every  three  feet  in  height  with  North  Riz'cr  flagstone  not  less  than  five  inches  thick,  by 
the  thickness  of  the  walls  or  size  of  the  piers  in  which  they  are  intended  to  be  used. 

Note. — Iron  clamps  and  dowels  to  be  used  wherever  necessary  for  the  stability  of  the  work.  The  stone- 
work of  superstructure  shall  be  of  approval  hroiun  saniUtone  laid  broken  range,  rock  face,  pitched ;  the  door  and 
windozu  sills  to  he  same  material.     .Supply  dressed  flagstone  covers  for  tlie  chimneys  1%"  thick. 


*  Mr.  Wen.  H.  Brown,  Chief  Engineer,  Pennsylvania  Railroad,  who  has  kindiv  furnished  this  specification  for 

pubhcation,  states  that  for  the  smaller  and  standard  buildings  erected  under  his  charge  the  quality  of  materials  and  the 
dimensions  are  clearly  noted  on  the  drawings,  so  that  a  separate  specification  is  not  required,  the  General  Specifications 
for  all  classes  of  construction  work,  in  connection  with  the  drawings,  being  ample.  For  larger  and  more  varied  struc- 
tures aseparate  specification  is  usually  prepared,  although  sometimes  an  attempt  is  made  to  use  a  skeleton  specification. 
The  specifications  for  the  Pottsville  Depot  are  based  on  such  a  skeleton  specification  in  use  to  a  limited  extent  on  the 
Pennsylvania  Railroad.  The  parts  in  italics  are  filled  in  by  hand  in  the  original,  while  the  balance  is  the  printed  text 
of  the  original  skeleton  specification. 

This  depot  is  described  on  pages  294  to  296  and  illustrated  in  Figs.  544  to  547. 

447 


448  APPENDIX. 

BRICKS   AND    BRICK-WORK. 

All  interior  brick,  and  the  backing  of  face  brick,  shall  be  good,  sound,  and  well  burnt,  the  walls  to  be 
built  true  and  straight,  and  properly  bonded  with  the  requisite  number  of  heading  courses.  All  exterior 
brick-work  will  be  laid  up  with  first  quality  Riadiiig  or  Hamburg  pressed  lirhl;.  Start  the  briLl;--,.oorl:  froin 
one  course  of  No.  1 3  Peerless  moulded  brick. 

Akron  Tiles. — Gables  at  end  of  Waiting-room,  also  the  space  between  end  piers  of  dormers,  to  be  C02'ered 
wit/i  round-end  Akron  tiles. 

Keep  the  face  of  brick-work  in  gables  6"  back  from  face  of  brick-^oork  below. 

Chimneys. — The  chimneys  will  be  built  of  hard  brick  only,  the  facing  brick  to  be  same  as  in  wall.  All 
the  flues  to  be  well  huWt,  pargeted  throughout  their  entire  length,  and  started  two  feet  below  first  floor-joist 
to  insure  proper  connection  with  the  furnace.      The  tiling  specified  belmu  will  be  selected  by  Architect. 

FlREl'l..\CE. — Build  and  face  fireplaces  in  wanner  shown  by.  detail  drawings.  Supply  the  required  floors 
of  soapstone  i  i  "  thick  (enciustic  tile  hearths  2'  o"  wide),  iron  backs  and  jambs  ($  1 6. 00)  each,  and  the  same  fitted 
with  patent  chimney-throat. 

Relieving  Arches. — Relieving  arches  must  be  turned  over  all  openings  that  will  admit  of  them. 

BrickN()U(;ing. — Bricknogging  must  be  introduced  between  the  ends  of  all  joists  resting  on  exterior 
and  brick  partition  walls. 

Mortar. —  The  mortar  to  be  used  for  pointing  the  outside  %ualls  shall  be  colored  with  mineral  red  \n 
such  proportions  as  to  insure  permanent  color.  Common  mortar  shall  be  compounded  of  sharp,  clean  sand 
and  wood-burned  lime,  in  approved  proportions. 

IRON-WORK. 

Iron-work. — All  trussrods,  bolts,  and  other  wrought-iron  work  required  in  the  various  parts  of  the 
building  to  be  furnished  of  first-quality  double-rolled  wrought-iron,  and  to  be  subject  to  the  approval  and 
directions  of  the  Engineer  in  charge;  it  being  understood  by  the  parties  to  the  contract  that  such  bolts, 
rods,  etc..  are  to  be  introduced  at  the  discretion  of  the  said  Engineer  in  charge,  wherever  he  may  deem  it  to 
be  necessary  to  insure  the  strength  and  permanency  of  the  structure.  All  window  and  door  frames  to  be 
secured  with  iron  joggles,  and  iron  clamps  and  dowels  to  be  used  wherever  necessary.  Two  12"  i2ylh.  /beams 
shall  be  employed  to  carry  spire.  {Sec  plan  for  position.)  Two  9"  Jo-lb.  Tbeams,  combined  with  7ueb  separators 
at  standard  distances,  shall  be  used  as  girder  to  carry  brick-work,  etc.,ca<er  the  Ticket-office.  Cast-iron  columns 
to  be  made  from  moulds  dusted  with  "  fine  facings"  to  produce  smooth  castings.  Chip  off  or  file  away  any 
blisters  or  other  imperfections  of  surface. 

WiNDOW-GRATINGS. — Substantial  wrought-iron  gratings  to  be  placed  in  the  windows  of  cellar,  set  in  the 
platform.     Two  of  these  to  be  hinged  double  for  coal-chute,  and  to  be  secured  by  bolt  and  strong  padlock. 

Galvanized-iron  wire  screens.  No.  S  wire  gauge  and  one  inch-square  mesh,  to  be  placed  in  all  win- 
dows of  Ticket-office  two  inches  (2")  from  shelf  or  sills,  and  extending  upwards  the  whole  height  of  open- 
ings. 

Castings. — All  castings  required  in  the  execution  of  the  work  to  be  made  from  good,  tough  iron,  true 
and  sound,  holding  the  full  sizes  according  to  the  drawings,  and  to  be  free  from  cracks,  flaws,  bubbles,  or 
defects  of  any  kind  whatever. 

Painting. — All  wronght-iron  to  be  painted  while  hot  with  red  oxide  of  iron,  and  cast-iron  work  to  be 
painted  with  the  same  material  after  inspection  by  the  Engineer. 

LUMBER   and   CARPENTER   WORK. 

Li'MHKR. — All  the  lumber  throughout  the  building,  except  where  particularly  specified  to  the  contrary^ 
to  be  first-quality  hemlock  free  {\iim  shakes,  flaws,  and  unsound  knots,  thoroughly  seasoned,  dry,  and  in 
every  way  suitable  for  the  various  purposes  for  which  it  is  intended. 

Joists. — All  joists  to  be  of  spruce  or  hemlock. 

The  rule  for  spacing  the  joists  throughout  the  building  shall  be  sixteen  inches  from  centre  to  centre, 
with  double  joists  under  partitions.      Each  joist  must  be  properly  backed,  and  have  a  bearing  of  inches 

at  each  end,  on  the  walls  and  partitions.  All  joists  in  the  Waiting-rooms  to  have  three  rows  of  cross-bracing, 
elsewhere  one  row. 

Flues  and  otlier  openings  are  to  be  framed  around  with  double  trimmers  in  all  cases  where  there  is 
more  than  one  tail-joist.  Particular  attention  must  be  paid  to  keeping  all  wood-work  sufTiciently  far  from 
the  flues  to  insure  absolute  safety  from  fire. 

Partitions. — The  wooden  partitions  throughout  the  building  are  to  be  made  of  good  3in.  x  4in.  hemlock 
or  spruce  scantling,  spaced  sixteen  inches  from  centre  to  centre,  securely  attached  to  the  floors  and  ceilings, 


APPEXDIX.  449 

ami  .stiffeiucl  willi  Ivvo  rows  of  liorizoiilal  bracinj;.     In  all  cases  llie  l)rua<l  side  of  llit  linibet  is  Id  be  placcii 
crosswise  of  tlie  partitions,  and  double  studs  are  to  be  placed  on  eacli  side  of  all  openings  and  at  angles. 

Partitions  will  have,  where  possible,  long  studs  passing  through  floor-timbers,  to  stand  on  girders,  and 
to  have  plates  3  in.  x  5  in.  on  which  to  foot  studs  coming  above,  and  to  carry  upper  timbers. 

Studs  in  partitions  to  be  sized,  jointed,  and  set  to  a  true  line.  Partitions  to  be  set  perfectly  plumb. 
No  studs  to  stand  on  floor-joist,  but  to  foot  on  plate  below  ;  in  case  no  partition  should  be  underneath,  the 
studs  must  foot  on  a  sill-piece  3  in.  x  5  in.,  spiked  to  and  extending  across  tops  of  floor-joist  (avoiding  open- 
ings), so  as  to  render  tlie  whole  work  stiflf.     Truss  over  all  openings. 

Long  braces,  cut  in  barefoot  and  well  spiked  top  and  bottom,  must  be  placed  where  necessary.  Studs 
to  cut  on  bracings. 

Windows. — All  the  window-frames  throuj^hoiit  the  house  arc  to  be  made,  as  shown  on  details,  of  sound, 
well-seasoned  white  pine  lumber,  fitted  with  all  the  necessary  pulley-stiles,  bo.xes,  pockets,  jiarting  strips, 
beads,  etc.,  in  accordance  with  the  drawings,  to  be  stained  in  imitation  of  yellow  pine  in  rooms  with  this  finish. 

Finish. — The  finish  around  the  windows  in  Waiting  and  Ladies'  Toilet  Room  to  be  made  as  shown  by 
details.  Outside  roof-finish,  brackets,  etc.,  to  be  of  yellow  pine  lumber,  and  finished  in  accordance  with 
elevations  and  details. 

S.-\SH. — The  sash  to  be  composed  of  first-quality  chestnut  in  W.  R.,  elsewhere  white  pine,  made  in  accor- 
dance with  the  drawings.  All  to  be  double-hung  on  strong  axle-pulleys,  with  the  best  patent  cord,  and  fin- 
shown. 

Doors. — The  outside  doors  to  heof  fine-grained  selected  chestnut,  made  the  thickness  and  in  the  manner 
shown  on  details.  The  inner  doors  to  be  of  the  same  material,  all  to  he  panelled  and  moulded  as  shown  on 
ished  as  details. 

The  baggage-room  doors  to  be  of  two  thicknesses,  made  as  shown  on  the  elevations,  but  to  be  hung  on 
Philadelphia  pattern  shea~'es  (6"  wheels)  and  7i'rouglit-iron  ways. 

All  the  doors  throughout  the  building  to  be  made  of  the  best  materials,  mortised  one  inch  deep,  dow- 
elled  and  glued  up  in  the  best  manner,  hung  on  the  most  approved  strong  butt-hinges,  and  furnished  with 
locks,  bolts,  etc.,  complete,  as  provided  under  the  head  of  Hardware. 

The  water-closets  to  have  short  slat-doors,  hung  twelve  inches  above  the  floor.  Thickness  of  water- 
closet  doors  one  and  one-quarter  inches.      The  finish  in  Gents'   IV.  C.  Room  to  be  of  selected  yelhm<  pine. 

Transoms.— The  doors  throughout  the  station  are  to  have  square  heads  and  transom  lights,  with  mov- 
able sash  hung  on  transom  plates,  secured  by  spring  catches,  let  in  flush,  and  operated  by  W'ollensalc  transom- 
rods. 

Roofing. — The  carpenter  shall  frame  and  construct,  according  to  the  drawings  furnished,  all  roofs  in 
the  most  thorough  manner,  provide  and  fix  all  bolts,  rods,  straps,  and  other  iron-work  necessary  to  fully 
carry  out  the  work  as  designed. 

Prepare  and  firmly  fix  all  the  carpentry  necessary  to  form  the  eaves  and  eaves'  gutters,  cornices,  brack- 
ets, consoles,  barge-boards,  etc.;  grade  the  gutters  in  the  metal  lining — never  in  the  wood-work — so  as  to 
throw  the  water  to  points  indicated  or  specified  for  the  location  of  the  leaders. 

The  end  gables  {see  Elevations)  are  to  be  tiled  with  Akron  round-end  red  tiles  in  three  thicknesses,  and  to 
show  5"  to  the  weather,  the  ends  to  be  cut  in  the  manner  shown. 

Sheathing. — The  sheathing  of  the  roof  and  frame  to  consist  of  best  quality  hemlock  sheathing-boards, 
one  inch  thick,  planed  on  one  side,  put  on  diagonally,  with  planed  side  out,  and  well  nailed  to  the  rafters. 
Exposed  portions  of  eaves  of  main  roof  and  roofs  of  porches  to  be  best -quality  double-beaded  i  in.  x  3  in. 
yellow  pine  tongued  and grooa'ed  boards,  surfaced  one  side. 

Felting. — Cover  the  entire  sheathing  with  brown  felting-paper,  the  felting  to  extend  down  and  under 
water-table,  frieze-boards,  corners,  casings,  etc..  in  order  to  insure  a  water-tight  job. 

Wainscoting. — All  the  walls  of  Waiting-rooms  and  Ladies'  Toilet  to  be  wainscoted  and  capped  to  a 
height  of  si.v  feet  (6'.o")  with  selected  chestnut  boards,  tongued,  grooved  and  beaded,  and  laid  vertically  with 
base  and  cap,  as  per  drawings.     Wainscot  behind  seats. 

Seats. — Seats  will  be  furnished  by  the  Company. 

Baggage-room  to  be  lined  and  ceiled  with  narrow  tongued  and  grooved  seven-eighth-inch  yellow-pine 
boards,  tongued,  grooved,  and  beaded,  planed  smooth,  secret-nailed,  wedged  tight,  tight  joints,  and  nail- 
holes  closed  with  colored  putty. 

Floors. — All  the  floors,  except  otherwise  noted,  to  be  composed  of  first  quality  maple  flooring-boards, 
one  inch  thick,  in  width  not  exceeding  thee  inches.  The  whole  to  be  free  from  sap,  unsound  knots  and 
shakes,  and  to  be  tongued  and  grooved,  well  planed  on  top,  and  securely  secret-nailed  to  the  joists.  All 
the  floors  in  the  building  to  be  planed  and  left  clean  and  perfect  on  the  completion  of  the  work,  OutsidQ 
^rl.atforms  to  be  2  in.  x  4  in.  yellow  pine,  laid. 


45°  APPENDIX. 

All  floors  must  be  run  up  close  to  brick-work  or  framing;  flooring-boards  must  run  between  all  parti- 
tion-studs, making  close  all  spaces  to  prevent  the  circulation  of  vermin  through  the  house. 

Stairway.— Build  stairway  as  shown  by  \.\\&  floor-plan  and  details  for  the  same.  Tlie  stair  to  be  con- 
structed in  a  substantial  manner  on  3"  x  12" ycllow-pme  horses,  to  have  |  \x\.  ydlow-pine  risers  and  \\  in. 
yclUnu-pine  treads;  house  all  steps  into  the  wall-string. 

The  hand-rail  must  be  closely  bolted  at  all  joints;  posts,  balusters,  etc.,  to  be  secured  to  hand-rail  in  an 
accurate  and  substantial  manner,  and  to  conform  in  every  respect  to  first-class  finish.  Fmished  work  of 
stairs  will  not  be  set  up  until  plastering  is  completed  and  dry. 

Hatchway  Doors.— Hatchway  doors,  if  any,  will  be  constructed  of  yellow  pine  2"  thick,  tongued, 
grooved,  and  having  grooves  filled  with  colored  lead  paint,  and  wedged  up  tight;  to  have  strong  strap- 
hinges  secured  to  the  leaves  with  rivets,  and  having  bar  or  other  fastening  as  directed. 

Toilet-rooms. — All  wood-work  necessary  for  fitting  up  of  plumbing  to  be  done  with  best  chcst/iut  {or 
y. p.).  Seats  of  water-closets  to  be  ash,  ij"  thick.  Partitions  dividing  water-closets  from  toilet-rooms  to 
be  made  of  inch-thick  tongued  and  grooved  chestnut  (or  y.  p.)  boards.  3"  wide,  double-faced  and  beaded. 
Partitions  to  be  7'  o '  in  height,  and  to  have  base  and  cap, 

Porches. —  Porches  shall  be  constructed  of  yelUnv  pine  in  the  manner  shown  by  details  for  the  same. 

Note. —  The  eaves  and  plates  on  cast-iron  columns  shall  be  painted  three  colors,  as  per  example  J'ark  Station 
on  the  P.  S.  V.  R.  R.  near  Philadelphia,  or  the  station  at  Dotiglassville  on  the  line  of  the  same  road;  the  ends 
of  the  rafters  and  the  sheathing  to  be  left  natural  and  coated  with  Crockett's  No.  i  Preservative.  The  iron 
columns  will  be  painted  to  harmonize  with  the  above. 

All  the  carpenter  work  that  may  be  required  to  be  done  throughout  the  building  must  be  executed 
according  to  these  specifications,  and  the  drawings  hereinbefore  referred  to,  and  such  additional  drawings 
as  may  hereafter  be  made  in  exemplification  of  the  same;  and  all  carpentry  not  herein  mentioned,  and 
which  may  be  necessary  for  the  complete  and  proper  execution  of  the  work,  to  be  faithfully  done  and  fur- 
nished as  if  fully  specified  and  at  length  set  forth.  Mill-stock  mouldings  will  not  be  accepted  as  substitute 
for  those  indicated  to  be  used  on  the  several  detail  drawings. 

PLASTERING. 

The  walls  and  ceilings  of  all  rooms  to  be  well  plastered  in  three  coats,  the  first  two  scratched  and  the 
last  coat  to  be  sand-finish  floated,  colored  with  bitff  calsominc  (t7t/o  or  more  coats)  after  hardening. 

The  materials  used  to  be  of  the  best  quality,  and  the  work  to  be  executed  in  a  good  and  workmanlike 
manner.     Long  slaughter  hair  will  be  required  to  be  used  for  the  first  and  second  coats. 

Whatever  jobbing  and  repairing  may  be  necessary  to  render  the  building  perfect  before  its  final  accept- 
ance by  the  Engineer  is  to  be  well  and  truly  done  without  extra  charge. 

Furring. — Diagonal  furring  strips,  1x3  inches  hemlock,  must  be  securely  nailed  every  sixteen  (16) 
inches  between  centres  to  the  inside  of  the  U'aiting  Rooms.     Brick  walls  to  receive  wire  lathing. 

Prepare  sufficient  cradling  to  receive  furring  for  cornices,  panels,  beams,  and  other  work,  as  per  working 
drawings  of  the  same. 

All  circular  corners  on  partitions  or  walls  to  be  furred  horizontally,  and  the  lath  nailed  on  diagonally. 

SLATING. 

Cover  the  roofs  with  best  selected  Peachbottom  {Bangor  or  Portland)  roofing  slates  9  in.  x  iS  in.,  laid  in 
three  thicknesses,  butt  and  tip  lapping  three  (3)  inches;  secure  to  sheathing  boards  with  best  tinned  flat-head 
nails,  two  nails  to  each  slate,  and  leave  the  same  free  of  all  defects. 

The  slates  at  tips,  valleys,  eaves,  and  heading  course  to  be  so  laid  that  their  bond  will  be  uniform  with 
the  rest ;  bed  the  same  in  slaters'  putty.  Slate  the  hips  with  slates  set  up  on  f"  strips,  so  as  to  avoid  cover- 
ing the  same  with  metal.     Bed  hip  slates  and  cresting  slates,  if  not  covered,  in  slaters'  putty,  to  prevent  leaks. 

Cresting. — Cresting  shall  be  of  the  Perth  Amboy  Terra  Cotta  Company's  manufacture,  of  the  shapes,  sise, 
and  finish  sho^vn  on  the  Elevations  and  Details. 

tinning. 

Furnish  only  the  best  charcoal  IX  tin  of  the  following  brands  :  "  M.  F.,"  "  Old  Style,"  "  Talbot,"  "  Melyn," 
or  '■  S.  T.  P."  brands. 

Tin-work.  — All  flashings  to  be  done  with  tin  of  the  above  brands,  painted  on  under  side  with  one  coat 
and  on  upper  side  with  two  coats  Venetian  red.  The  exposed  parts  of  tin-work  to  be  laid  flat,  joints  well 
locked  and  soldered  where  necessary  ;  use  three  nails  to  the  sheet,  and  solder  over  nail-heads.    Tin  all  places 


APPENDIX.  451 

that  require  to  be  water-tight,  and  go  over  tlie  work,  stopping  all  leaks,  if  any,  after  the  workmen  shall  have 
left  the  building.     Valleys  to  be  made  narrow  and  painted  slate-color. 

Gutters. — Gutters  to  be  formed  and  lined  as  per  drawings.  Run  the  tin  up  under  the  slates  at  least 
four  inches  (measured  vertically)  above  the  overflow  line;  tack  close  and  smooth  over  edges, 

Fi.x  where  indicated  galvanized-iron  leaders  ci>rriii;iilfd  2j  in.  x  2j  in.,  fitted  with  the  necessary  curves, 
bends,  breaks,  and  other  connections  to  convey  the  water  from  the  roofs  to  grade.  Secure  conductors  to  walls 
with  the  proper  fastenings,  galvanized  ;  lap  joints  and  solder,  and  secure  fine  wire  screens,  muzzle  patterns, 
over  openings  in  gutters.  The  contractor  will  be  required  to  run  the  water  pipes  to  a  pohit  lo'  o"  away  from 
tlw  Build im;  :  from  thence  the  Contractor  will  be  required  to  state  the  price  per  lineal  foot,  including  excavation 
for  additional  drain  pipe  and  laying  the  same  for  use,  complete. 

PAINTING. 

The  painting  to  be  performed  witli  the  best  materials  and  labor,  and  every  item  requisite  for  a  first- 
class  job  of  work  must  be  furnished. 

Priming. — All  wood-work,  inside  and  out,  required  to  be  painted  must  be  primed  ;  all  sap,  knots,  and 
other  defects  in  lumber  to  be  covered  with  a  good  coat  of  strong  shellac  before  applying  the  priming  coat ; 
putty  up  nail-heads,  etc.,  after  priming,  and  go  over  the  same  before  applying  the  final  coat. 

P.AINTING. — The  several  portions  of  the  structure  to  have  three  coats  of  pure  white  lead  and  linseed  oil, 
tinted,  as  may  hereafter  be  directed. 

The  rooms  shall  be  designated  from  without  by  painting  in  black  letters  on  the  lock  rail  of  the  doors 
the  words  Gents'  or  Ladies'  Waiting-rooin,  if  there  are  two  ;  if  one,  simply  Waiting-room,  Baggage-room, 
Ticket-office,  etc.,  etc. 

Hard  Wood. — All  the  interior  7C'ork  to  be  filled  with  the  Crockett's  filler,  properly  applied,  rubbed  down 
and  cle.-;ned  ofT  when  wet,  and  finished  with  three  coats  of  Crockett's  Alo.  \.Preseri'ati-'e.  properly  applied  and 
rubbed  down  with  water  and  powdered  pumice,  the  last  coat  to  be  rubbed  to  a  dull  finish.  Apply  Crockett's 
No.  I.  Preservative  to  all  outside yelknv pine. 

GLAZING. 

All  the  windows  and  transom  lights  thioughout  the  building,  together  with  all  glazed  panels  of  doors 
not  otherwise  specified,  to  be  glazed  with  double  thick  glass,  well  bedded,  bradded,  and  back-puttied  in  soft 
putty  ;  left  clean  and  perfect  on  completion  of  the  work.  The  sash  must  receive  two  coats  of  paint  or  other 
finish  (as  previously  specified)  before  the  putting  in  of  the  glass.  Provide  ground  glass  for  sash  in  the  Toilet- 
rooms  (and  heavy  hammered  plate  glass  in  doors  of  the  Baggage-roovi). 

Glass  in  upper  sash  of  the  lower  windim's,  also  the  dormers,  shall  be  white  "fluted."  arranged  to  p>-oduce 
a  play  of  light.  Gla^cthe  sash  of  Ticket  Office  and  the  A'cws  Room  with  the  same  glass  arranged  vertically  and 
horisontally  as  to  the  flutings. 

HARDWARE. 

All  outside  doors  (not  sliding)  to  be  hung  with  5  x  5-inch  imitation  bronze  loose-pin  acorn-butts, ///nv  to 
each  leaf. 

All  other  doors  to  be  hung  with  4  x  4-inch  bronce  loose-pin  acorn-butts,  three  to  each  door  or  leaf  of 
double  doors. 

Doors  to  the  Toilet  rooms  and  Cellar  stair  to  have  spring  hinges,  and  to  swing  one  way.  W.  C.  doors  to 
have  brass  hinges. 

All  exterior  doors  to  have  six-inch  patent  front-door  mortise  lever  lock,  with  bronze  face  and  striking- 
plate.     All  other  doors  to  have  five-inch  mortise  locks,  with  bronze  face  and  striking-plate. 

The  furniture  to  locks  throughout  to  be  bronze. 

Ticket-office  door  will  be  supplied  with  patent  alarm  bell-knob. 

All  outside  doors  are  to  have  bronze  metal  mortise  fiush-bolt  at  top  and  bottom  of  the  leaf.  Doors  to 
Water  closets  to  be  provided  with  brass  bolts  and  knobs. 

Padlock  of  the  Yale  Manufacturing  Company's  make  must  be  placed  on  hatchway  doors,  if  any. 

All  balanced  sash  to  have  Morris's  patent  brass  .sash  fasts,  or  others  equally  as  good. 

Put  heavy  triple  hooks  of  japanned  cast-iron  in  water-closets  and  other  places  as  may  be  directed. 

All  brass  hardware  to  be  put  on  with  brass  screws,  and  all  bronze  hardware  to  be  put  on  with  bronze 
screws. 

Supply  the  necessary  sash-lifts,  transom-bolts,  rods,  pivots,  plates,  and  other  hardware  that  may  be  required 
to  make  a  thorough  and  complete  job. 


452  APPENDIX. 

Baggage-room  doors  to  have  cast-iron  sliding-door  lock  of  approved  pattern,  and  six-inch  cast-iron 
sheaves  running  on  one-half-inch  wrought-iron  ways. 

HEATING. 

Supply  two  portable  c.  i.  heaters  in  cellar  warranted  to  warm  all  parts  of  the  building  to  a  uniform  tem- 
perature of  70    with  the  outside  temperature  at  o'.      Heaters  to  have  anti-clinkergratesand  cast-iron  firepots. 

All  brick  ffues  for  warm  air  to  have  tin  lining,  those  running  up  in  the  frame  partitions  to  be  double  and 
parts  around  the  same  lined  with  asbestos  paper. 

Supply  japanned  registers  to  all  rooms.  Registers  in  floors  to  have  soapstone  or  slate  frames  let  in  flush. 
Registers  in  partitions  to  be  double-boxed  with  tin  and  space  filled  with  plaster  of  Paris.  Pedestal  registers 
shall  be  placed  where  indicated  on  plans,  and  shall  be  of  Tuttle's  make  or  others  equally  as  good,  16"  x  21" 
on  base,  bronzed  sides  and  marble  top. 


PENNSYLVANIA    RAILROAD. 
Specifications  for  Engine  House  at  Mt.  Pleasant  Junction.  Jersey  Citv,  N.  J.* 

Description. — The  building  will  be  a  polygon  of  44  sides  as  shown  on  plan.  The  inner  space  over  the 
turntable  and  around  it  will  not  be  roofed.  The  outside  wall  and  walls  at  sides  of  entrances  shall  be  brick. 
Outside  wall  shall  have  windows  in  the  sides  as  shown.  The  inside  front  shall  be  cast-iron  and  glazed 
doors.     The  roof-trusses  will  be  a  combination  of  wood  and  iron.     The  roof  will  be  slate. 

Dimensions. — The  radius  to  outside  of  brick  pilasters  will  be  160  feet.  The  radius  to  face  of  cast-iron 
column  in  inside  front  will  be  84  feet  3^'^  inches.  The  distance  between  the  centres  of  the  brick  pilasters  on 
the  faces  will  be  22  feet  g'jf  inches.  The  distance  between  the  centres  of  the  faces  of  cast-iron  columns  will 
be  12  feet  9J  inches.  The  height  from  top  of  rail  to  centre  of  tie-rod  of  roof-truss  will  be  22  feet  \\  inches. 
The  roof  will  be  one  quarter  pitch. 

Cut  Stone. — The  foundation  walls  are  built,  anchor-bolts  are  in  pit  walls. 

A  4"x  14"  North  River  flagstone  base  course  to  be  run  around  the  outside  wall  of  the  building. 

Cut-stone  blocks  18  inclies  square  by  12J  inches  high  to  be  set  on  the  piers  of  inside  front  for  the  cast- 
iron  column  bases  to  rest  on  ;  tops  to  be  dressed. 

Cut-stone  sills  for  four  small  doors  in  entrance  walls  to  be  of  the  sizes  shown. 

Brick-work. — The  outside  and  entrance  walls  shall  be  built  of  good,  sound,  and  well-burned  bricks, 
laid  true  and  straight  and  properly  bonded  together  with  heading  courses.  The  mortar  to  be  composed  of 
the  best  quality  of  lime  and  clean,  sharp  gritted  sand,  properly  mixed  and  thoroughly  manipulated.  Tlie 
exterior  shall  be  faced  with  the  best  quality  of  "  Haverstraw  "  or  "  Hackensack  "  bricks  of  uniform  color. 
The  pointing  mortar  for  outside  to  be  tlie  same  color  as  bricks.  The  inside  exposed  face  of  the  brick-work 
shall  be  laid  with  straight  hard  bricks.  The  entrance  walls  shall  be  carried  up  to  the  roof.  The  track-pits 
shall  be  paved  crowning  as  per  drawing  with  straight  hard  bricks,  laid  on  edge  and  grouted  with  cement. 
The  filling  in  and  backing  of  the  brick  walls  of  the  building  shall  be  of  sound  hard  bricks.  All  bricks  shall 
be  laid  with  flashed  solid  joints,  leaving  no  interstices  or  empty  spaces  in  the  walls. 

Cast-iron. — All  the  castings  required  in  the  execution  of  the  work  shall  be  made  from  good  tough 
iron,  true  and  sound,  and  free  from  cracks,  flaws,  bubbles,  or  defects  of  any  kind  whatever. 

The  heel-blocks  of  roof-trusses,  king-blocks,  feet  of  struts  and  caps  of  main  struts,  the  inside  and  outside 
sills  of  windows  shall  be  cast-iron.  All  the  cast-iron  work  shall  have  a  coat  of  metallic  brown  and  linseed 
oil  before  being  sent  to  the  work. 

The  inside  front  will  be  cast-iron  ;  it  will  be  furnished,  fitted,  and  delivered  on  cars  near  the  site  of  the 
building  by  the  said  party  of  the  second  part.  The  said  party  of  the  first  part  shall  unload  the  front  and 
erect  it,  and  be  responsible  for  any  damage  that  may  occur  to  it  after  it  is  delivered  to  them.  The  columns 
of  cast  front  at  entrance-walls  shall  be  cramped  to  the  brick-work. 

Wrought-iron. — The  rods,  pins,  and  bolts  for  roof-trusses,  purlin-bolts,  truss-rods  for  purlins  support- 
ing canopies  and  ventilators,  hinges,  hinge-bolts,  and  whatever  other  forged  iron-work  may  be  required  in 
the  various  parts  of  the  structure,  or  shown  on  the  drawings,  shall  be  furnished  of  the  best  quality  of 
wrought-iron,  made  in  the  best  manner  and  subject  to  the  approval  and  directions  of  the  Engineer  in  charge, 

*  This  specification  was  kindly  furnished  for  publication  by  Mr.  Wm.  H.  Brown,  Chief  Engineer,  Pennsylvania 
Railroad. 

This  engine-house  is  described  on  pages  iSo  to  1S3  and  illustrated  in  Figs.  30S  10  314. 


APPENDIX.  453 

it  being  understood  by  the  parties  to  tliis  contract  that  such  bolls,  rods,  etc.,  are  to  be  introduced  at  the 
discretion  of  the  said  Engineer  in  charge,  wherever  he  may  deem  it  to  be  necessary  to  assure  the  strength 
and  permanency  of  the  structure. 

There  will  be  no  roof-trusses  at  sides  of  entrances. 

All  window-frames  shall  be  secured  with  iron  joggles. 

All  the  wrought-iron  work  shall  have  one  coat  of  boiled  linseed-oil  before  delivery  to  the  work. 

All  the  wrought-iron  work  shall  be  according  to  the  following  specifications. 

C.A.RPENTRV  Work  and  Lumber. —All  the  lumber  throughout  the  structure,  except  whore  particularly 
specified  to  the  contrary,  shall  be  first-quality  yellow  pine,  free  from  shakes,  flaws,  and  unsound  knots,  and 
in  every  way  suitable  for  the  various  purposes  for  which  it  is  intended. 

Roof. — The  principal  rafters,  roof-struts,  purlins,  and  ridges  shall  be  sound  yellow  pine,  free  from  large, 
objectionable  or  rotten  knots,  sap,  or  bark  edges.  The  purlins  and  supports  for  canopies  and  ventilators 
shall  be  backed  to  a  camber  on  the  outer  slope  of  the  roof  and  curved  concave  on  the  inner  slope  to  the 
dimensions  given  on  the  drawings,  so  as  to  avoid  hips  and  valleys- 
Entrances  will  be  roofed  over. 

Sheathing. — The  roof-sheathing  shall  be  first  quality  hemlock,  i^  inches  thick,  surfaced  to  uniform 
thickness,  grooved  and  tongued,  no  board  over  8  inches  wide,  laid  with  rough  side  down  and  well  nailed  to 
the  purlins. 

White  Oak. — The  stringers  on  track-walls,  and  at  sides  and  ends  of  track-pits,  the  plates  under  heel- 
blocks  of  roof-trusses,  and  sills  for  large  doors,  shall  be  first-quality  white  oak,  sound  and  free  frcm  all  imper- 
fections.    The  track-stringers  shall  be  anchor-bolted  to  the  walls  as  shown. 

Windows. — All  the  window-frames  shall  be  made  as  shown,  of  well-seasoned  white  pine. 

Sash. — All  the  sash  shall  be  made  of  first-quality  well-seasoned  clear  white  pine,  i|  inches  thick, 
pinned  and  jointed  with  white  lead,  to  be  double-hung  on  strong  2^  inch-diameter  turned  pulleys  with  the 
best  Italian  braided  sash-cord  and  round  weights,  and  fastened  with  japanned  stops. 

Doors. — The  doors  in  cast-iron  front  shall  be  3  inches  thick,  made  in  two  thicknesses  of  the  best 
quality  of  well-seasoned  white  pine,  nortised,  tenoned,  wedged  and  pinned  together  in  the  best  manner  with 
white-lead  joints.  The  upper  portion  shall  be  sash  as  shown  ;  the  under  part  outside  shall  be  panelled,  and 
the  inside  to  be  bead  and  flush.  There  shall  be  four  pairs  of  forged  hinges  to  each  set  of  doors.  The  doors 
shall  be  fastened  with  stout  bolts  at  top  and  bottom  at  one  side  and  at  shoidder  high  (  n  other  side,  and 
kept  open  by  hooks  attached  to  dwarf  post  sunk  in  floor.  In  four  of  the  doors  there  shall  be  wickets  on  one 
side,  as  shown,  hung  with  strap-hinges  and  have  stout  thumb-latches. 

The  open  space  under  each  door  at  each  side  of  the  rails  and  between  them  shall  be  closed  with  white 
oak  41^  inches   thick  by  10  inches  wide,  spiked  to  the  sill. 

Ventil.\tors. — Ventilators  shall  be  built  in  roof  over  alternate  tracks  as  shown,  fitted  with  slat  frames 
and  finished  as  indicated.  Valve-doors  to  be  formed  in  lower  part  to  regulate  the  ventilation,  operated  from 
below  by  cords  as  shown. 

Galvanized  Sheet-iron. — The  conductors  shall  be  of  No.  20  iron  ;  those  on  the  outside  wall  shall  be 
3x4  inches,  galvanized,  and  be  placed  in  each  angular  recess.  Those  at  inside  shall  be  3  inches  diameter, 
galvanized,  and  be  secured  to  back  of  alternate  cast  columns.  All  the  conductors  shall  have  galvanized-wire 
guards  at  top,  and  shall  extend  down  to  within  3  feet  9  inches  of  level  of  top  of  rail  ;  from  thence  the  water 
will  be  conveyed  away  by  cast  pipe,  etc.,  as  specified  under  the  head  of  Plumbing.  Frieze  and  cornice  on 
inner  front  over  doors  to  be  made  of  No.  22  galvanized  sheet-iron. 

The  upper  part  of  back  of  cast-iron  front  shall  be  enclosed  with  No.  20  galvanized  iron  riveted  to  the 
cast-iron  back  and  nailed  to  the  roof-sheathing. 

The  hanging  gutters  on  outside  and  inside  to  be  of  No.  24  galvanized  sheet-iron  with  riveted  joints 
supported  on  hooks  made  of  lixf  wrought-iron  spaced  4  feet  apart  with  uniform  fall  to  conductors. 

Tin-work. —The  flashings  around  canopies  and  ventilators  shall  be  made  of  the  best  quality  IX  char- 
coal tin  leaded,  "Talbot"  or  "  Melyn  "  brand,  brand  and  thickness  stamped  on  each  sheet,  painted  twocoats 
on  both  sides  with  o.xide  of  iron  and  linseed  oil. 

Canopies. — Over  each  stall  there  shall  be  a  Roe  cast-iron  smoke  stack  as  shown.  The  lower  portion 
shall  raise  and  lower  by  means  of  lever,  ropes,  and  pullevs  as  shown. 

SLATE   roofing. 

Felt. — The  main  and  ventilator  roofs  shall  be  covered  with  two  layers  of  the  best  waterproof  felt,  con- 
taining not  more  than  20  square  feet  to  the  pound, 

Sl.ATE. — On  this  felt  shall  be  laid  the  best  sound  hard   Peachbottom  roofing-slate,  10  inches  wide  by 


454  APPENDIX. 

1 8,  20,  or  22  inches  long,  lapped  three  inches,  well  secured  wiih  two  galvanized  nails  to  each  slate.     All  slates 
on  each  slope  to  be  the  same  size. 

Lead. — The  hips  of  ventilators  and  the  ridges  of  the  main  roof  shall  be  covered  with  strips  of  4-pound 
sheet-lead,  nine  inches  wide. 

PAINTING. 

Painting. — All  exposed  iron  and  wood  work,  inside  and  outside,  the  galvanized  gutters  and  conductors, 
and  other  work  usually  painted  shall  have  a  priming  and  two  coats  of  best  white  lead  and  linseed  oil,  outside 
tinted  in  standard  party  colors  as  may  hereafter  be  directed.  Sash  to  be  primed  before  glass  is  put  in. 
Inside  work  to  be  white.  Galvanized  iron  to  be  primed  with  red  lead.  Five  feet  up  on  inside  of  brick  wall 
shall  be  painted  dark  green. 

Kalsoiiining. — The  inside  of  the  brick  walls  above  the  dark  green  paint  mentioned  previously  shall 
be  kalsomined  white  two  coats  ;  the  roof-timbers  and  roof-sheathing  one  coat. 

Glazing.  —  All  the  windows  and  doors  shall  be  primed.  They  shall  then  be  glazed  with  second-quality 
i2"x  12''  American  glass,  single  thick,  well  bradded,  puttied,  and  be  back-puttied  where  necessary  and  left 
clean  and  perfect  on  completion  of  the  work. 

Care  of  Materials. — The  said  party  of  the  first  part  will  take  care  of  and  be  responsible  for  the 
safety  of  the  material  furnished  by  the  said  party  of  the  second  part,  including  the  cast-iron  front  and  the 
canopies. 

Track  Materials. — All  the  track  material,  including  the  rails,  spikes,  joints,  etc.,  shall  be  furnished 
and  laid  by  said  party  of  the  second  part. 

Time. — It  is  understood  that  the  said  party  of  the  first  part  will  not  be  responsible  for  any  delay  that 
may  be  caused  by  the  said  party  of  the  second  part. 

plumbing. 

Plugs. — In  the  alternate  spaces  between  the  tracks  as  shown  there  shall  be  a  water-plug  for  round-house 
floor,  with  3-inch  standard  hose  coupling.  They  shall  each  have  a  cast-iron  box  around  them  and  have  a 
flush  iron  frame  and  lid,  and  be  connected  with  the  supply-pipe. 

SuPPLV-PlPE. — The  supply-pipe  to  floor  plugs  shall  be  6  inches  internal  diameter.  It  shall  be  laid  in 
position  shown  on  plan.  The  top  of  it  shall  be  not  less  than  3  feet  6  inches  below  top  of  rail.  All  pipes, 
branches,  etc.,  shall  be  cast-iron,  sound  and  true,  and  shall  be  coated  with  coal-pitch  varnish. 

Hydrants. — There  shall  be  four  f-inch  iron  hydrants,  as  shown  on  plan.  They  shall  have  screw 
nozzles.  Supply-pipe  shall  be  one  inch,  galvanized.  Each  hydrant  shall  have  cast  iron  hydrant  cessp»ool 
18"  X   18"  X  6"  with  bell-trap,  and  be  connected  to  drain  by  terra-cotta  pipe  4"  diameter. 

Rain-water  Leaders. — The  spouts  from  roof  at  each  angle  of  outside  wall  and  at  alternate  iron  col- 
umns inside  shall  discharge  into  cast-iron  leaders  four  feet  high  above  top  of  rail  and  one  foot  below  it,  as 
per  detail  drawing.  To  have  lugs  tap-bolted  to  columns  and  spiked  to  brick  wall ;  from  these  the  water  will 
be  conducted  away  by  terra-cotta  drainage-pipes  4"  diameter. 

Pit  Drainage. — Each  track-pit  wiUdrain  through  12"  cess  pools  with  bell-traps  and  grates  into  12-inch 
terra-cotta  drain,  as  shown. 

Drain-pipes — The  lines  and  sizes  of  pipes  are  given  on  drawing.  Pipes  to  be  vitrified,  first  quality, 
to  be  straight,  sound,  and  well  burned,  free  from  all  imperfections.  Broken,  cracked,  crooked,  bent,  or  mis- 
shapen pipes  will  not  be  received.  Outside  drain  to  be  3  feet  clear  from  wall.  Trenches  to  be  excavated  to 
levels  given  by  Engineer.  Pipes  to  have  a  uniform  descent  of  six  tenths  of  a  foot  per  one  hundred  feet  and 
discharge  into  present  drain  from  turn-table  pit.  Bottom  of  drains  are  3  feet  below  ground  surface  at  heads. 
Joints  to  be  tilled  with  approved  hydraulic  cement,  and  pipes  carefully  cleaned  out  afterwards.  Trenches 
must  not  be  filled  until  lines  of  pipes  are  inspected  and  approved  by  Engineer. 

Cast  Pipes. — All  cast-iron  pipes  to  be  coated  ;  joints  to  be  oakum  and  molten  lead;  the  weight  per 
length  of  pipe  to  be  as  follows: 

6-inch  pipe  12'  3"  long  to  weigh  370  lbs. 
8-    ■'         ••     12' 3^' 500    " 

gas-piping. 

Under  the  centre  of  each  roof-truss  there  shall  be  a  two-light  drop,  and  at  inside  ol  each  of  the  entrance 
walls  there  shall  be  two  one-light  brackets.     At  each  alternate  pilaster  inside  there  shall   be  a  one-light 


APPENDJX.  455 

bracket  for  vice-bench.     Under  cornice  of  inner  front  at  two  opposite  sides  there  shall  be  one-liglit  reflector 
to  light  turn  table.     Fi.xturts  not  to  be  included. 

TRANsrORTATiON  Nt)T  FURNISHED. — Thesaid  partyof  the  second  part  will  not  transport  free  any  of  the 
workmen  or  materials  for  this  work,  but  all  material  must  be  shipped  in  the  name  of  the  party  of  the  first 
part,  and  in  no  case  shall  it  be  shipped  in  care  of  or  in  the  name  of  the  railroad  company  or  of  any  of  its 
officers  or  employes,  and  said  party  of  first  part  must  pay  the  regular  freight  rates  arranged  for  with  the 
freight  department,  none  of  whicli  will  be  refunded. 


ALABAMA    GREAT    SOUTHERN    RAILROAD    COMPANY. 

June  1st,  iSgo. 

Specifications  for  Passenger  Depot  at  Fort  Pavne,  Ai.at.ama,* 

Located  51  Miles  South  of  Chattanooga,  and  93  Miles  North  of  Birmingham. 
WORK    TO    BE   DONE. 

1.  Work  to  be  done. — The  work  to  be  done  consists  of  the  construction  complete  (exclusive  of 
foundations,  and  grading  of  the  grounds)  of  a  one  and  one-half  story  building,  with  passenger  shelter  annex, 
to  be  used  as  a  passenger  depot.  The  building  to  be  of  stone,  or  of  brick  faced  with  pressed  brick  and  having 
stone  trimmings,  as  may  be  determined  by  the  Engineer.  The  foundations  have  been  built  under  another 
contract,  and  the  Contractor  must  inform  himself  of  the  exact  nature  of  the  same. 

2.  Lf/fiing  of  Contract. — The  work  is  to  be  let  as  an  entire  contract,  and  parties  bidding  must 
thoroughly  inform  themselves  of  all  that  is  required  to  be  done  to  build  the  structure  complete  ready  foi 
occupancy,  on  the  basis  of  these  specifications  and  the  plans  to  whicli  they  refer. 

general  conditions. 

3.  Basis  of  Contract. — The  several  drawings  with  all  figured  dimensions  and  written  explanations 
thereon,  with  these  specifications,  are  to  be  the  basis  of  the  contract,  and  of  equal  force. 

Omissions  in  Plans  or  Specifications. — Whatever  work  may  be  specified  and  not  drawn,  or  drawn 
and  not  specified,  is  to  be  executed  as  if  described  in  both  ways ;  and  should  any  material  or  workmanship 
be  wanted,  which  are  not  directly  or  indirectly  denoted  in  these  specifications  or  drawings,  but  is,  neverthe- 
less, necessary  for  the  proper  carrying  out  of  the  obvious  intentions  thereof,  the  Contractor  is  to  understand 
the  same  to  be  implied,  and  to  provide  for  it  in  his  tender  as  fully  as  if  it  were  particularly  delineated  or 
described. 

4.  Interpretation  of  Doubtful  Points. — Any  doubts  that  may  arise  regarding  the  intent  and 
purpose  of  the  drawings  or  the  specifications,  or  discrepancies  between  any  parts  of  the  drawings  or  specifi- 
cations, shall  be  referred  to  the  Engineer  for  decision. 

5.  Material  and  Labor. — The  Contractor  must  furnish  all  material,  labor,  tools,  machinery,  and 
scafTolding  required  to  fully  execute  the  work  as  shown  on  plans  or  in  these  specifications,  or  reasonably 
implied  in  the  drawings  or  specifications. 

6.  Exi'RAS  AND  Changes. — No  extras  will  be  allowed  unless  they  have  been  executed  on  the  written 
order  of  the  Engineer. 

No  departure  from  the  drawings  or  specifications  will  be  allowed  unless  on  the  written  order  of  the 
Engineer. 

7.  Quality  of  Material  and  Work. — All  materials  throughout  must  be  the  best  of  their  several 
kinds,  and  the  entire  work  executed  and  completed  in  the  best,  most  substantial  and  workmanlike  manner, 
according  to  the  true  intent  and  meaning  of  the  plans  and  specifications;  which  are  intended  to  include 
everything  dependent  upon,  or  necessary  and  requisite  to  the  proper  and  entire  finishing  of  the  work  with 
the  materials  best  adapted  to  the  purpose,  even  though  every  item  of  work  or  materials  involved  is  not 
particularly  mentioned  ;  to  the  entire  satisfaction,  approval,  and  acceptance  of  the  Engineer. 


*  This  specification  was  kindly  furnished  for  publication  by   Mr.  G.  B.  Nicholson,  Chief   Engineer,  Cincinnati, 
New  Orleans  &  Texas  P.icific  Railway  and  Alabama  Great  Southern  Railroad. 
This  depot  is  described  in  pages  307  to  309  and  illustrated  in  Figs.  574  to  57O, 


456  APPENDIX. 

8.  Faulty  Material  hk  Work. — Should  at  any  lime  inipruper,  imperfect,  or  unsound  material  oi 
faulty  workmanship  be  observed,  whether  before  or  after  the  same  has  been  built  into  the  structure,  the 
Contractor  shall,  upon  notice  from  the  Engineer,  cause  the  same  to  be  removed,  and  good  and  proper 
materials  and  workmanship  substituted  without  delay:  in  default  of  which  the  Engineer  may  effect  the  same 
by  such  other  means  as  may  be  deemed  best ;  and  shall  charge  the  cost  of  such  alterations  to  the  Contractor, 
and  the  amount  shall  be  deducted  from  the  sum  due  and  payable  to  the  Contractor  under  this  contract. 

9.  Prosecution  of  Work. — The  Contractor  shall  prosecute  the  work  at  such  times  and  with  such 
force  as  the  Engineer  may  direct ;  and  if  at  any  time  he  fails  to  do  so  the  Railroad  Company  shall  have  the 
right  to  go  in  the  open  market  and  purchase  material  and  employ  men  to  execute  the  work,  the  cost  of 
which  shall  be  borne  by  the  Contractor. 

10.  Alterations. — Should  the  Railroad  Company,  at  any  time  during  the  progress  of  the  work,  require 
any  alteration,  deviation,  additions  or  omissions  of  work  or  materials  herein  specified  or  shown  on  the 
drawings,  it  shall  be  at  liberty  to  do  so,  and  the  same  shall  in  no  way  vitiate  or  make  void  the  contract,  but 
the  cost  of  the  same  will  be  added  to  or  deducted  from  the  amount  to  be  paid  under  this  contract,  as  the 
case  may  be,  by  a  fair  and  reasonable  valuation  to  be  decided  by  the  Engineer. 

11.  Risks. — The  Contractor  shall  assume  all  risks  from  storms,  fires,  and  casualties  of  every  description 
until  the  final  completion  and  acceptance  of  the  work  under  the  terms  of  this  contract. 

Precautions  and  Liabilities  for  Damages. — He  must  provide  all  necessary  safeguards  during  the 
progress  of  the  work,  and  shall  protect  and  hold  harmless  the  Railroad  Company  from  any  liability  for 
damage  or  injury  to  persons  or  property  in  or  about  said  work,  resulting  from  any  act  which  he  may  have 
done  or  omitted  to  have  done,  by  accident,  negligence,  or  otherwise. 

12.  Laws,  Fees,  and  Protection  of  Work. — The  Contractor  shall  comply  with  all  laws  and  regula- 
tions of  properly  constituted  authorities,  in  case  there  be  any  such  affecting  the  work,  and  pay  all  proper 
fees  for  the  same,  if  any  there  be.  He  must  also  protect  his  work  from  damage  as  the  Engineer  may  direct 
and  provide,  and  maintain  all  requisite  guards,  lights,  temporary  side-walks  and  fences. 

13.  Insurance. — The  Contractor  must  take  out  a  builder's  insurance  to  cover  the  full  value  of  the  work 
as  it  progresses,  and  made  payable  to  the  Railroad  Company  as  far  as  its  interest  may  appear. 

14.  Care  of  Finished  Work. — Particular  care  must  be  taken  by  the  Contractor  of  all  finished  work 
as  the  building  progresses,  such  as  exterior  projections,  cut  stone,  stairs,  wash-stands,  etc.,  which  must  be 
covered  up  and  thoroughly  protected  from  injury  or  defacement  during  the  erection  and  completion  of  the 
building 

15.  Foreman. — The  Contractor  must  give  the  work  his  personal  attention  and  keep  a  competent  fore- 
man constantly  on  the  ground. 

16.  Rubbish. — The  Contractor  must  remove  from  the  premises  all  his  rubbish  and  surplus  material, 
and  must  clean  the  windows,  and  leave  his  work  clean,  uninjured,  and  in  perfect  condition  ready  for  occu- 
pancy. 

No  shavings  or  wood  which  might  cause  damage  from  fire  shall  be  allowed  to  remain  over  night  in  an 
exposed  situation. 

17.  Transportation. — The  Contractor  will  receive  free  transportation  on  the  line  of  the  Alabama 
Great  Southern  Railroad  for  men  engaged  on  the  work  and  for  tools  and  materials  used  on  the  work. 

18.  Payments. — Payments  will  be  made  on  the  20lh  day  of  each  month  for  90  per  cent  of  the  relative 
value  of  the  work  done  to  the  last  day  of  the  preceding  month.  The  retained  10  per  cent  will  be  paid  on 
the  final  completion  of  the  entire  work. 

19.  Partial  payments  made  as  the  work  progresses  will  be  payments  on  account,  and  shall  in  no  wise  be 
considered  as  an  acceptance  of  any  part  of  the  work  or  material  of  the  contract. 

20.  Engineer. — The  word  Engineer  used  in  these  specifications  means  the  Chief  Engineer  of  the  Ala- 
bama Great  Southern  Railroad  Company. 

hydraulic  cement. 

21.  Quality  of  Cement. — The  cement  used  must  be  fresh,  finely  ground  hydraulic  cement,  subject 
to  the  approval  of  the  Engineer.  It  must  stand  100  pounds  tensile  strain  per  square  inch  in  a  briquette  of 
pure  cement  made  seven  days  before  testing. 

22.  Inspection  of  Cement. — If  Louisville  cement  is  used,  it  must  have  the  inspection  brand  of  Mead 
&  Shaw.     The  expense  of  the  inspection  will  be  borne  by  the  Railroad  Company. 

SAND. 

23.  All  sand  used  in  mortar  must  be  clean,  sharp,  and  well  screened.  If  perfectly  clean  sand  cannot  be 
obtained  in  natural  beds,  it  must  be  thoroughly  washed  to  free  it  from  impurities. 


APPENDIX.  4S; 

CONCRETE. 

24.  Should  it  be  determined  to  use  concrete  in  foundations,  although  not  sliown  upon  plan,  it  must  be 
composed  of  4  measures  of  clean  gravel ;  or  of  stone  broken  to  a  size  not  exceeding  4  inches  in  any  direction  ; 
2  measures  of  clean, sharp  sand  and  one  me  .sure of  lixdraulic  cement;  the  cement  and  sand  to  be  mixed  dry 
before  the  incorporation  of  stone  or  gravel ;  to  be  made  and  thoroughly  mixed  just  before  using,  and  well 
rammed  in  place.  It  must  contain  just  sufficient  water  to  film  the  surface  of  the  concrete  when  rammed, 
but  not  enough  to  make  it  quake.     Concrete  must  be  mixed  on  wooden  mortar-beds. 

CEMENT    MORTAR. 

25.  The  cement  mortar  must  be  made  of  the  best  freshly  burned  cement,  as  above  described,  mixed 
with  sand,  also  as  above  described,  in  proportion  of  one  of  cement  to  two  of  sand,  or  such  other  proportions 
as  may  be  required  by  the  Engineer.  The  cement  mortar  shall  be  mixed  only  as  required  for  use,  and  must 
be  used  as  soon  as  mi.xed,  as  none  left  standing  until  set  will  be  allowed  in  the  work.  It  must  be  mixed  on 
wooden  niortar-beds. 

LIME    MORTAR. 

26.  Lime  mortar  is  to  be  composed  of  i  measure  of  cement,  I  measure  of  lime,  and  4  measures  of  sand- 
It  must  be  mi.xed  on  wooden  mortar-beds.  The  cement  and  sand  to  be  the  same  quality  as  specified  above. 
The  lime  must  be  of  the  best  quality — well  slacked  before  using. 

The  cement  and  sand  must  be  mixed  dry,  and  the  lime  added  just  before  using. 

BRICKWORK. 

27.  Thickness  and  Kind. — The  partition  wall  between  the  baggage-room  and  the  men's  waiting-room 
is  to  be  of  brick,  13  inches  thick. 

The  exterior  walls,  if  built  of  brick,  are  to  be  13  inches  thick,  and  are  to  have  the  outer  showing  face 
of  pressed  brick. 

The  chimneys  are  to  be  of  brick  up  to  the  roof. 

28.  Quality  and  Workmanship. — All  brick,  except  pressed  brick  facingof  exterior  walls,  are  to  be  of 
the  best  quality  ;  hard  burned  and  of  uniform  texture.  No  soft  or  salmon-colored  brick  will  be  allowed. 
All  brick  are  to  be  wetted  before  laying,  and  all  joints  to  be  compleit-ly  filled  wit  !i  mortar.  The  mortar  must 
be  lime  mortar  above  described. 

Where  bricks  come  in  contact  with  anchors,  each  brick  shall  be  "  brought  home  "  to  do  all  the  work 
possible.  In  all  brickwork  the  courses  shall  be  kept  level,  the  bonds  shall  be  accurately  preserved,  the  walls 
shall  be  laid  to  lines  and  be  kept  perfectly  plumb  and  straight.  The  work  is  to  be  well  bonded  with  headers 
every  seventh  course,  and  to  have  all  joints  struck.     No  joint  to  be  over  \  inch  thick. 

29.  Arches. — Relieving  arches  are  to  be  turned  over  all  openings  in  brick  walls,  and  trimmer  arches 
are  to  be  built  for  fireplaces.     Centres  to  be  used  for  all  arches. 

30.  Flues. — All  the  flues  to  be  well  built,  laid  true  to  line,  with  struck  joints  inside  and  outside.  Office 
fiue  to  be  started  at  the  floor  line,  and  a  cast-iron-flue-door  for  cleaning  out  the  flue  to  be  put  in  at  the  floor 
level.  Flues  for  grates  to  be  started  with  a  throat  immediately  above  the  arch  of  the  fireplace.  All  flues  to 
be  lined  with  i-inch  fire-clay  flue-lining.  Flue-holes  in  oflice  to  have  flue  cylinder  and  cap  built  in.  Par- 
titions in  flues  to  extend  in  every  case  to  the  top  of  the  chimney. 

31.  Pressed  Brick.— The  pressed  brick  for  the  face  of  the  exterior  walls  are  to  be  the  best  No.  i 
pressed  brick,  to  be  approved  on  sample  by  the  Engineer  before  delivery  at  the  work.  They  are  to  be  laid 
with  -J-iiich  sunk  red  cement-mortar  joints  in  cour.ses,  and  to  be  well  tied  to  backing  with  blind  headers. 

32.  Cleaning  Walls. — Showing  faces  of  walls  must  be  cleaned  from  all  mortar  stains  at  completion  of 
work,  with  diluted  muriatic  acid,  but  all  stones  must  be  thoroughly  wetted  before  ap])lying  same,  and  washed 
off  at  completion  so  as  not  to  be  damaged  thereby. 

33.  Openings.— Vertical  recesses  for  the  reception  of  pipes  for  plumbing,  gas,  water,  heating,  or  venti- 
lation, to  be  built  in  the  walls  where  necessary  or  where  indicated  on  plans,  and  not  cut  afterwards. 

stone-work. 

34.  Kind  of  Stone  for  Stone  Building. — If  the  building  be  built  with  exterior  walls  of  stone,  the 
stone  in  the  body  of  the  building  must  be  gray-colored  sandstone,  and  the  water-table,  windnw-sills,  door- 
sills,  lintels,  arches,  copings,  finials,  belt-courses,  carved  work,  and  chimney-caps  must  be  red-colored 
sandstone. 


4S«  APPRxnrx. 

35.  Stone  Trimming  for  Brick  BuiLniNC— If  the  building  be  built  with  the  exterior  walls  of  pressed 
brick,  the  trimming  stone,  mentioned  in  paragraph  34  as  red  sandstone,  may  be  either  gray  or  red  sandstone, 
as  shall  be  determined  by  the  Engineer. 

36.  Quality  of  Stone. — All  stone  must  be  of  a  durable  quality,  that  will  not  crack  or  disintegrate 
under  weather;  to  be  of  uniform  color  of  its  particular  kind,  free  from  cracks  or  blemishes,  and  to  be  ap- 
proved by  the  Engineer. 

Rock-face  Masonry. — Unless  otherwise  specified,  all  showing  stone  to  be  rock-face  with  square 
joints,  and  beds  and  ends  pitched  off  to  a  line,  so  that  all  joints  shall  be  truly  horizontal  or  vertical.  The 
showing  face  to  show  new  split  surfaces  ;  no  seam-face  or  quarry-surface  stone  will  be  allowed. 

Blemishes. — No  tool-marks,  lewis-holes,  or  other  marks  or  holes  will  be  allowed  in  the  showing  surface 
of  any  stone. 

Projection  of  Rock-face. — The  rock-face  is  not  to  project  more  than  2  inches  from  the  line  of  the 
wall  at  any  point.  The  inner  faces  of  the  stones  are  not  to  have  more  than  i  inch  projection  beyond  the 
face  of  the  wall  at  any  point.  The  entire  stone-work  is  to  be  washed  down  and  cleaned  upon  completion  of 
the  building. 

37.  Courses  under  Water-taele.  —There  will  be  two  8-inch  courses  of  stone  on  the  exterior  walls 
under  the  water-table.  These  stones  to  be  laid  in  uniform  courses,  breaking  joint  ;  to  be  of  full  thickness  of 
wall;  to  be  laid  on  their  natural  or  quarry  beds;  to  have  a  i-inch  draft  on  all  quoins;  to  have  all  joints 
completely  filled  with  cement  mortar  and  neatly  pointed  on  both  faces.  These  courses  to  be  well  bonded 
with  the  stone  foundation  of  the  cross-wall. 

38.  Exterior  Stone  Walls. — The  e.xterior  walls,  if  built  of  stone,  are  to  be  18  inches  thick.  This 
masonry  is  to  be  broken-range,  of  superior  quality,  with  no  stone  less  than  6  inches  thick,  unless  otherwise 
directed  by  the  Engineer  ;  to  be  well  bonded  and  levelled  ;  to  be  laid  flush  in  soft  cement  mortar ;  to  have 
horizontal  beds  and  vertical  joints  on  the  face,  with  no  face  joint  over  J-inch  thick.  All  stones  to  be  firmly 
bedded,  and  all  spaces  to  be  filled  with  mortar  and  spalls  forced  into  the  spaces  so  filled,  but  no  spalls  to  be 
used  in  the  beds. 

All  walls  to  be  built  straight,  plumb,  and  level. 

39.  Beds.  —  All  stones  to  be  laid  on  their  natural  or  quarry  beds  in  full  beds  of  cement  mortar. 

40.  Headers. — At  least  one  fourth  of  the  stones  shall  be  through-stones  acting  as  headers,  evenly  dis- 
tributed through  the  work.     No  stone  shall  be  used  which  does  not  bond  into  the  wall  at  least  8  inches. 

41.  Quoins. — AH  the  quoins  are  to  have  hammer-dressed  beds  and  joints,  and  drafted  corners. 

42.  Pointing. — All  joints  on  all  faces  shall  be  neatly  pointed  with  cement  mortar.  The  joints  on 
rock-face  masonry  must  be  cleaned  out  to  a  depth  of  one  inch  while  the  mortar  is  fresh. 

Before  applying  the  pointing,  the  joints  shall  be  well  cleaned  by  scraping  and  brushing  out  loose  mor- 
tar, and  then  be  mcJistened  so  as  to  neither  give  to  nor  take  water  from  the  pointing  mortar. 

Pointing  mortar  shall  be  one  cement  to  one  sand,  mixed  in  small  quantities  as  used,  and  pressed  firmly 
into  the  joints,  completely  filling  vacant  spaces.  It  must  be  rubbed  smooth  on  the  outside  flush  with  the 
edge  of  the  stone. 

43.  Lines  of  Walls. — All  walls  shall  be  built  to  a  line,  both  inside  and  outside  faces. 

44.  Top  of  Stone  Walls. — The  upper  courses  of  all  walls  shall  be  levelled  off  for  the  reception  of  the 
superstructure,  and  shall  be  provided  with  a  through-stone  at  each  corner,  and  also  one  through-stone  at 
least  every  5  feet.  These  through-stones  shall  be  dressed  on  their  top  beds  and  accurately  set  to  the  level 
of  the  wall,  as  shown  on  the  drawings. 

Between  these  through-stones  the  walls  must  be  carefully  laid  with  the  upper  beds  of  the  stones  brought 
up  flush  with  the  top  of  the  through-stones,  so  as  to  secure  a  perfectly  level  surface  for  the  top  of  the  wall. 

45.  Joints. — All  joints  and  spaces  must  be  completely  filled  with  cement  mortar. 

46.  Wetting. — All  stone  must  be  wetted  before  laying. 

47.  Cut  Stone. — The  cut-stone  water-table,  window-sills,  door-sills,  lintels,  trimmings  over  arches, 
copings,  finials,  chimney-caps,  etc.,  are  to  be  furnished  of  the  sizes  marked  on  the  plans,  all  to  be  cut  and 
dressed  to  line  with  a  disk-edged  chisel.  All  projecting  courses  are  to  have  a  drip  cut  underneath.  Par- 
ticular care  must  be  taken  with  this  stone-work,  as  no  poor  workmanship  or  defective  stone  will  be  allowed 
in  the  work  on  any  pretence.  Chimney-caps  must  have  flue-holes  neatly  cut  out  of  solid  piece.  Iron 
cl.imps  and  dowels  to  be  used  wherever  necessary  for  the  stability  of  the  work. 

48.  Carving. — All  carving  in  stone  is  to  be  done  from  models  approved  by  the  Engineer. 

49.  Chimneys. — The  chimneys  above  the  roof  will  be  built  of  stone,  as  shown  on  plans,  whether  the 
building  be  of  stone  or  pressed  brick. 

50.  VoussoiRS.  All  stone  voussoirs  are  to  be  the  full  thickness  of  wall,  and  must  have  joints  radial  to 
the  centre  of  the  arch. 


APPENDIX.  459 

51.  Jambs. — The  window  and  door  jambs  will  bo  hnished  as  specified  for  cut  stone. 

52.  Pointing  of  Flashings. — The  masons  must  point  np  under  all  galvanized  iron,  and  for  the  flash- 
ings on  roof,  and  other  places  where  required. 

53.  Woodblocks  AND  Grounds. — Blocks  are  to  be  built  in  walls  for  doors  and  windows,  to  secure 
joinery,  and  lookouts  for  cornices  are  to  be  built  in. 

Strips  I  inch  x4  inch  are  to  be  built  in  the  horizontal  joints  every  2  feet,  for  attaching;  furring  on  outside 
walls  to  be  plastered. 

Recesses,  Anchoring,  etc. — The  mason  is  to  make  proper  recesses  in  walls  for  plumbing  and  gas- 
fitting  or  other  piping  that  may  be  required.  He  is  to  ti.x  all  iron  anchors,  clamps,  etc.,  which  are  used  in 
his  work,  cut  all  necessary  raglets  for  flashings  and  point  up  around  window-frames,  and  to  call  upon  the 
carpenter  when  required  to  put  up  rough  casing  around  window-frames,  and  cut-work  where  necessary  to 
protect  it  from  damage. 

PLASTERING. 

54.  Parts  to  be  Plastered.  Laths. — All  stud  partitions  and  ceiling  for  ticket-office  and  the  under 
side  of  stairs  are  to  be  plastered.  Laths  to  be  of  the  best  quality  of  dried  sawed  pine  or  poplar  laths,  laid 
full  J  inch  apart,  with  the  joints  well  broken  every  ninth  course,  with  four  nailings  to  each  lath  and  two 
nails  at  each  end. 

55.  Lathing. — Long  vertical  joints  will  not  be  allowed,  nor  lath  put  on  vertically  to  finish  up  to  angles 
or  corners.  All  laths  at  angles  and  corners  must  be  nailed  on  solid  furring,  and  lath  will  not  be  allowed  to 
run  from  one  room  to  another  behind  the  studding.  The  lather  must  call  upon  the  carpenter  to  fur  and 
straighten  all  walls,  ceilings,  etc.,  and  block  and  spike  all  studs  together  solidly  at  angles. 

In  all  cases  lath  below  grounds  to  the  floor,  and  behind  all  wainscoting. 

56.  Grounds  will  be  required  to  be  put  around  all  openings  against  which  to  finish  plastering  and  hori- 
zontal grounds  for  wainscoting.  The  plasterer  must  take  care  that  all  grounds  are  true  and  straight,  and  all 
angles  and  mitres  true  and  sharp.  All  sharp  angles  to  be  protected  by  wooden  guards  screwed  on  with 
round-headed  brass  screws. 

57.  Furring. — All  outside  walls  are  to  be  furred  as  shown  on  drawing  No.  16,  and  all  ceilings  are  to  be 
cross-furre<l  on  the  joists  before  lathing,  with  i-inch  x  2-inch  strips.  The  plaster  will  be  \n\\.  directly  on  the 
brickwork  of  the  brick  partition-wall. 

58.  Plastering. — The  store-room,  stairs,  and  brick  partition-wall  are  to  have  the  best  two-coat  work. 
All  other  work  throughout  is  to  be  plastered  three  good  coats  of  the  best  lime,  hair,  and  sand  plaster,  and  the 
same  is  to  have  a  fine  washed  sand  finish  (except  store-room  and  stairs),  and  is  to  be  stained  such  color  as 
shall  be  approved  by  the  Engineer. 

59.  Stucco-work  for  Waiting-rooms. — All  plastering  is  to  run  down  to  the  floor.  Plain  stucco 
cornices,  16-inch  girth  as  per  detail,  are  to  be  run  for  men's  and  women's  toilet-room,  and  ticket-office,  and 
brackets  are  to  be  put  up  for  same  by  plasterer. 

60.  Stucco-work  for  Tower. — Stucco  beams  and  brackets  are  to  be  put  up  for  tower-bay  and  other 
places  where  marked,  as  shown  on  drawings. 

61.  Scaffolding  and  Completion  of  Plastering. — The  Contractor  is  to  furnish  all  .scaffolding 
required  foi  his  work,  make  good  any  injury  his  work  may  sustain  from  the  carpenter  or  otherwise  ;  and 
the  whole  is  to  be  left  sound  and  clean  upon  completion.  Also,  to  remove  from  the  premises  all  rubbish 
caused  by  him. 

Galvanized-iron,  tin,  and  slate  work. 

62.  Ridge  and  Finials. — All  galvanized  iron  is  to  be  No.  26.  The  ridge-mouldings,  flnials,  and  cor- 
nices are  to  be  made  in  the  best  manner  as  per  drawings,  and  to  be  well  riveted  and  soldered  at  each  joint. 

63.  DowN-spOUTS. — There  will  be  three  4-inch  and  two  3-inch  round  galvanized-iron  down-spouts: 
also,  five  branches  from  verandas  arid  balcony  in  tower. 

Down-spouts  are  to  be  extended  from  gutters,  and  to  be  connected  to  stoneware  drain-pipes  i  foot  above 
final  grade-line:  to  have  flared  inlets,  copper-wire  basket-strainer  in  gutter,  and  to  be  well  secured  to  walls 
by  galvanized-iron  hooks.     One  galvanized-iron  box  is  to  be  put  up  to  drain  flat  in  balcony  of  tower. 

64.  Tin  Roof. — The  balcony  over  tower  is  to  be  covered  with  N.  &  G.  Taylor's  (Philadelphia)  extra- 
coated  old  style  I.  C.  tin,  r4-inch  x  20-inch  plates,  laid  with  flat  seams,  withj^-inch  lock  well  secured  with 
cleats,  and  securely  soldered. 

65.  Flashings.  —  Flashings  of  the  same  tin  are  to  be  turned  up  at  least  6  inches  against  all  brick  or 
stone  work,  and  counter-flashed  2  inches  into  the  joints.     Joints  to  be  pointed  with  cement  mortar. 


46o  APPENDIX. 

66.  Gutters,  Hips,  and  Valleys. — Gutters  are  to  be  lined  with  same  tin  run  up  at  least  4  inches  under 
slate.     Hips  and  valleys  are  to  be  flaslied  and  counter-flashed  with  the  same  tin,  so  as  to  be  water-light. 

67.  Painting  Tin. — All  tin  is  to  be  painted  on  the  under  side,  before  laying,  with  one  good  coat  of 
metallic  paint  and  pure  linseed-oil,  mixed  in  the  proportion  of  seven  pounds  of  dry  paint  to  one  gallon  of  oil. 

Resin  on  Tin. — All  resin  is  to  be  removed  from  the  upper  side  of  the  tin  before  painting. 
Tin  Cover  for  Flue. — A  moulded  tin  cover  is  to  be  provided  for  office  flue-hole. 

68.  Slate  Roof. — All  remaising  portions  of  roof  are  to  be  covered  with  the  best  quality  of  10  x  20- 
inch  Black  Virginia  slate,  of  a  uniform  color,  and  free  from  spots,  and  be  well  nailed  with  tinned  nails,  and 
to  have  not  more  than  %\  inches  of  each  slate  exposed  to  the  weather. 

69.  The  lower  courses  are  to  be  of  double  thickness,  laid  on  wooden  tilting  strips.  The  roof  of  tower  is 
to  be  slated  with  8  x  16-inch  slate,  of  the  best  quality  of  the  same  material. 

70.  Sheathing-PAPER. — All  sheathing  is  to  have  a  layer  of  Sachett's  No.  i  sheathing-paper  before  the 
slate  or  tin  is  put  on. 

71.  Copper-work. — The  Contractor  is  to  state  in  his  bid  what  the  additional  cost  will  be  if  the  entire 
galvanized-iron  work  is  make  of  2o-oz.  cold-rolled  copper,  including  the  downspouts,  gutters,  linings,  and 
flashings. 

72.  Guarantee  of  Roof. — The  Contractor  will  be  required  to  give  a  written  guarantee  that  the  roof 
will  be  water-proof  for  one  year  from  time  of  completion,  and  will  be  required  to  repair  any  leaks  that  may 
occur  within  that  time  on  account  of  faulty  work. 

iron-work. 

73.  Anchors. — |-inch  bolts,  2  feet  9  inches  long,  with  J X4X 4-inch  plate-washer  on  each  end,  will  be 
put  in  wall,  at  least  every  8  feet,  for  anchoring  down  wall-plate. 

74.  Ceiling-joists  are  to  be  anchored  to  walls  at  least  every  8  feet,  by  means  of  f  x  i^-inch  anchors, 
2i  feet  long,  turned  up  4  inches  in  wall,  and  secured  to  rafters  with  two  spikes,  Jx6  inches. 

Floor-joists  are  to  be  anchored  to  walls  at  least  every  8  feet,  with  ix  i^-inch  anchors,  5  feet  long,  turned 
up  4  inches  in  the  wall,  and  secured  to  joists  with  three  spikes,  \y.ii  inches. 

The  stone  gables  and  dormer-windows  are  to  be  anchored  to  roof-rafters  with  f  xij-inch  anchors,  3 
feet  long,  turned  up  4  inches  in  wall,  and  secured  to  rafters  with  ix  4-inch  spikes.  Three  anchors  to  each 
gable  and  dormer. 

The  wall-plate  of  tower  is  to  be  anchored  to  each  stone  pier  with  a  f-inch  x  2-feet  9-inch  bolt,  with 
J  X  4  X  4-inch  plate  on  each  end. 

Wicket. — A  wrought-iron  wicket  for  ticket-window,  as  per  detail,  is  to  be  provided. 

CARPENTER-WORK. 

75.  Quality  of  Lumber  and  Framing. — All  lumber  throughout  the  building  must  be  the  best  of 
their  several  kinds;  thoroughly  seasoned,  sawn  true  and  square,  free  from  large  and  unsound  knots,  shakes, 
wanes,  dry-rot,  or  other  imperfections  impairing  its  strength  or  durability.  Sap-wood  to  the  extent  of  10  per 
cent  will  be  allowed,  except  where  clear-heart  is  specified.  All  timbers  used  throughout  must  be  prepared 
and  framed  to  exact  dimensions  given,  according  to  plans,  sections,  and  details,  as  no  shimming  or  blocking 
up  will  be  allowed. 

Work  to  be  Done  by  Carpenter. — The  carpenter  must  size  and  fur  all  frame  partitions  on  both 
sides,  and  the  under  sides  of  ceiling  or  floor-beams,  if  required,  where  plastering  is  used,  and  leave  every- 
thing straight  and  true  for  the  lathers.  All  trimmers  and  headers,  and  rafters  around  scuttle,  must  be 
framed  double,  and  be  well  spiked  together.  In  no  case  allow  less  than  4  inches  between  chimney-breast 
and  trimmers.  Frame  all  trusses  as  per  detail  for  the  same.  The  carpenter  must  do  all  usual  and  necessary 
wood-work  for  and  after  the  several  craftsmen  of  the  building.  He  must  provide  and  set  centres  on  which 
to  turn  arches,  and  no  arches  shall  be  turned  without  one,  and  he  shall  provide  patterns  for  tower.  He 
must  make  all  patterns  that  may  be  required  ;  provide  all  temporary  means  for  conducting  water  from  the 
building;  provide  all  temporary  doors  and  windows  for  locking  up  the  building  when  needed,  and  furnish 
and  put  up  meter-shelf  for  plumber  when  required. 

Where  walls  have  been  plastered,  no  joiner-work,  such  as  doors  :ind  architraves,  window-finish,  shutters^ 
bases,  etc.,  is  to  be  put  up  until  the  same  have  becon;e  dry  enough  to  receive  the  finish. 

Clean  the  building  and  premises,  at  the  completion  of  the  work,  of  all  rubbish  caused  by  building  oper- 
ations, and  leave  the  building  perfectly  clean. 

Studdin(;. — The  general  dimensions  of  all  timber  are  given  in  figures  on  plans.  All  door-openings  in 
studded  partitions  are  to  be  double  studded.     Set  studs  generally  16  inches  from  centres. 


APPENDIX.  461 

Trussing  and  Bridging. — Truss  all  door  and  window  openings,  and  bridge  vertical  studding  about 
every  4  feet  in  height,  and  set  witli  sill  and  plate.  2x4  inches.  All  studs  tf)  be  set  with  broad  side  crosswise 
of  the  partition. 

76.  Floor-beams. — All  floor-beams  and  girders  for  building  and  veranda,  and  all  first-floor  joists,  are 
to  be  of  clear-heart  close-grained  long-leaf  yellow  pine  or  red  cypress. 

77.  Joists. — Joists  are  to  be  of  sizes  marked  on  drawings,  and  are  to  be  spaced  16  inches  on  centres 
and  to  be  braced  with  double  i  x  3-inch  bridging,  in  rows  not  more  than  5  feet  apart,  with  2  nails  in  each 
end.  ,-\ll  joists  are  to  be  dressed  on  one  edge  to  exact  depth  marked  on  drawings.  All  joists  to  be  of  close- 
grained  long-leaf  yellow-pine,  of  quality  specified  in  paragraph  75. 

78.  Roof-timbers  and  Plates. — Rafters  and  wall-plates  to  be  of  sizes  marked  on  drawings,  spaced  as 
shown,  and  rafters  to  be  well  spiked  to  wall-plates  and  ridges,  and  all  wall-plates  to  be  set  in  a  full  bed  of 
mortar.     All  roof-timbers  to  be  of  close-grained  long-leaf  yellow-pine,  of  quality  specified  in  paragraph  75. 

79.  Sheathing. — Sheathing  to  be  of  i-inch  close-grained  long-leaf  yellow-pine,  tongued  and  grooved 
and  matched,  not  over  6  inches  wide,  and  securely  nailed  to  rafters.  Gutters  to  be  lined  with  the  same 
material,  and  to  have  proper  falls  to  dowti-spouts. 

So.  Ceiling. — The  ceiling  of  men's  and  women's  waiting-rooms  and  verandas  are  to  be  ceiled  with 
selected  clear-heart  close-grained  long-leaf  yellow-pine,  tongued  and  grooved,  and  dressed  and  beaded  on 
one  side.  To  be  not  over  3  inches  wide.  The  6  x  lo-inch  ceiling-joists  are  to  be  of  the  same  grade  of  the 
same  material. 

81.  Flooring. — The  entire  first  floor  and  the  second  floor  over  ticket-office  is  to  be  floored  with  close- 
grained  long-leaf  yellow-pine,  tongued  and  grooved  and  matched,  of  a  uniform  width  of  3  inches,  of  quality 
specified  in  paragraph  75,  and  secret-nailed  to  each  joist. 

Veranda  is  to  be  floored  with  i^-inch  close  grained  long-leaf  yellow-pine,  tongued  and  grooved  and 
matched,  and  of  a  uniform  width  of  6  inches,  with  joints  white-leaded,  and  secret-nailed  to  each  joist. 

82.  Stairs. — The  veranda  steps  are  to  have  6-inch  risers,  ii-inch  treads  made  of  oak  i|  inches  thick, 
dressed,  and  with  rounded  nosing  and  return.  Horses  to  be  2  x  12  inches,  spaced  2  feet  on  centres.  Steps 
blocked  and  framed  in  strongest  manner. 

Stairs  from  first  to  second  floors  are  to  have  ij-inch  tread,  with  rounded  nosings;  |  inch  risers;  3 
horses  2x12  inches,  and  to  be  enclosed  with  \  x  3-inch  boards,  tongued  and  grooved,  and  beaded  and  dressed 
on  both  sides,  topped  out  in  attic  with  moulded  cap  as  shown  on  longitudinal  section.  All  to  be  of  close- 
grained  long-leaf  yellow-pine,  of  quality  specified  in  paragraph  75. 

83.  Trap-door. — A  trap-door  2x3  feet  is  to  be  framed  in  the  roof,  with  ladder  to  same  of  dressed 
stuff,  2  X  4-inch  uprights  and  i  x  3-inch  rungs,  and  located  where  the  Engineer  directs. 

84.  Blocks  and  Grounds  for  Mason. — Blocks  to  secure  joinery  are  to  be  furnished  to  the  masons  to 
build  in  wall.  Strips  i  x  4  inches  must  be  furnished  the  masons  to  build  into  the  exterior  walls.  Carpenter 
is  to  put  shelving  in  store-room,  three  shelves  15  inches  wide  all  around  room. 

85.  'Veranda  Finish. — Veranda  is  to  be  encased  under  floor  with  strong  lattice-work  between  the 
posts. 

The  posts,  spandrels,  and  trimmings  of  the  verandas  are  to  be  of  clear  white  pine  carved  from  ihe  solid 
piece,  and  finished  in  the  most  artistic  manner. 

86.  Doors. — All  outside  doors  will  be  of  quartered  oak  z\  inches  thick,  with  stiles  and  rails  with  while- 
pine  core  as  per  plans.  The  frames  to  be  of  quartered  oak.  All  other  doors  will  be  of  solid  quartered  oak 
1}  inches  thick,  of  same  style  as  outside  doors,  except  the  doors  to  water-closets,  which  will  be  of  solid 
quartered  oak,  if  inches  thick.  All  doors  to  be  mortised,  tenoned,  glued,  and  wedged  in  the  best  manner, 
hung  on  butt-hinges,  and  furnished  with  locks,  bolts,  etc..  complete,  as  provided  under  the  head  of  Hard- 
ware.    All  doors  to  have  quartered-oak  thresholds,  and  to  have  oak  stoppers  with  rubber  buttons. 

Transo.ms. — Transoms  to  be  provided  over  doors  as  shown  on  drawings.  All  transoms  to  be  hung  on 
pivots,  and  to  be  provided  with  Wollensack's  patent  transom-lift. 

87.  Interior  Finish. — The  waiting-rooms,  ticket-office,  and  water-closets  will  be  finished  in  clear 
quartered  oak.  Ail  remaining  portions  of  building  will  be  finished  in  clear  close-grained  long-leaf  yellow 
pine,  but  all  window-stools  are  to  be  of  clear  quartered  oak.  The  walls  of  waiting-rooms,  ticket-office,  and 
water-closets  are  to  be  wainscoted  3  feet  8  inches  high,  including  cap  with  J  x  3inch  clear,  beaded,  tongued, 
and  grooved  quartered  oak,  with  moulded  cap  and  base. 

88.  "Wainscot  for  Baggage-room. — Wainscoting  for  baggage  room  will  be  of  clear  close-grained 
long-leaf  yellow  pine,  f  x  3  inch,  tongued  and  grooved,  dressed  and  beaded  on  one  side,  with  moulded  cap 
and  bevelled  base. 

89.  Moulding-boards  and  Boxing. -All  necessary  moulding-boards  are  to  be  put  up  by  the  carpen- 
ter for  the  plumber,  electrician,  and  gas-fitter.  All  pipes  are  to  be  boxed  with  lids  screwed  on  with  brass 
screws  with  round  heads. 


462  APPENDIX. 

90.  Picture-moulding. — A  picture-moulding  is  to  be  put  up  in  all  rooms  on  the  first  floor,  of  same 
material  as  finish  of  room,  as  shown  in  details. 

91.  Windows. — All  the  windows  are  to  have  full  box  frames,  made  as  shown  on  drawings,  of  clear 
white  pine,  well  seasoned  and  kiln-dried.  To  have  if-inch  white-pine  lianging  stiles,  and  pulley-stiles  of 
close-grained  long-leaf  yellow  pine,  to  have  all  necessary  boxes,  pockets,  pendulum,  and  parting  strips, 
beads,  etc.  The  inside  beads  are  to  be  screwed  to  the  frames  with  i}-inch  No.  9  round-headed  br;iss 
screws. 

92.  Beads  are  to  match  finish  of  rooms.  All  window-sash  will  be  if  inches  thick,  with  check-rails  and 
lugs  at  meeting-rails,  and  acorn-moulded  stiles,  rails,  and  muntins;  to  be  double-hung  with  axle-pulleys, 
best  braided  sash-cord  and  round-eyed  cast-iron  weights,  as  provided  under  Hardware. 

93.  Setting  Frame. — All  window  and  door  frames  must  be  set,  stay-lathed,  and  plumbed  in  the  walls 
by  the  carpenter. 

HARDWARE. 

94.  Kind  of  Hinges. — All  rooms  on  the  first  floor  are  to  have  plain  polished  bronze  hardware. 
Hinges  to  be  loose-pin  butt-hinges,  with  double  steel  bushings  of  proper  size,  and  three  to  each  door 

over  ']\  feet  high. 

Knobs  and  Escutcheons. — Knobs  for  all  doors,  except  water-closet  doors,  to  be  egg  style,  combined 
rose  and  escutcheon,  3  inches  wide  by  10  inches  long. 

Locks. — All  outside  and  oflice  doors  to  have  Yale  &  Towne  Standard  No.  2000.  catalogue  of  1884,  mor- 
tise spring-locks  with  duplicate  keys,  and  swivel  spindles.  Double  doors  in  baggage-room  to  have  bronze 
flush-bolts  on  top  and  bottom  of  one  leaf  of  door.  All  other  doors,  except  water-closet  doors,  to  have  Vale 
&  Towne  Standard  No.  1500,  catalogue  of  1884,  mortise  spring  locks  with  duplicate  keys.  Water-closet 
doors  to  have  J-inch  bronze  barrel-bolts. 

Transom-lifts. — All  swinging  transoms  to  have  bronze  pivots  and  bronze  Wollensack's  patent  tran- 
som-lifts. 

95.  Window  Hardware. — All  windows  to  have  two  bronze  sash-lifts  on  each  lower  sash,  to  have 
bronze  burglar-proof  sash-locks,  and  cast-iron  weights  of  proper  size.  All  window  weights  to  be  hung  with 
best  Silver  Lake  braided  sash-cord  ;  and  to  have  2-inch  steel  axle-pulleys  with  bronze  face. 

96.  Scuttle-hooks. — Scuttle  in  roof  to  be  provided  with  two  wrought-iron  hooks  and  staples. 
Coat-hooks. — Provided  bronze  coat-hooks,  one    for   each  water-close'.,  two  for  oflice,  and  two  fur 

second-floor  room. 

PAINTING   AND    GLAZING. 

97.  Cathedral  Glass, — The  cathedral  glass  shall  be  of  a  design  approved  by  the  Engineer,  to  cost 
not  more  than  one  dollar  per  square  foot,  and  to  be  securely  leaded  and  wired  to  iron  rods. 

Sand-blast  Glass. — Glass  in  lower  sash  of  office  and  water-closet  windows  to  be  double-strength 
American  plate  sand-blast  glass. 

Plain  Glass. — All  other  glass  will  be  first  quality  doublestrength-American  plate  glass ;  to  be  free 
from  flaws  and  imperfections  of  all  kinds ;  to  be  set  in  putty,  back  puttied  and  well  sprigged,  and  to  be  left 
sound  and  clean  upon  completion  of  building. 

98.  Painting  Woodwork. — All  sashes  are  to  be  prime  before  glazing.  All'exterior  dressed  wood- 
work is  to  be  painted  one  good  coat  of  yellow  ochre,  and  two  good  coats  of  white  lead,  pure  liiiseed-oil,  and 
driers,  of  such  tints  as  the  Engineer  may  direct. 

99.  Painting  Metal-work. — All  galvanized  iron  and  tin  to  be  painted  two  good  coats  of  best  metallic 
paint. 

100.  Varnishing. — The  ceilings  of  verandas  and  balcony  in  tower  are  to  be  varnished  three  good  coats 
of  the  best  copal  varnish.  All  interior  dressed  woodwork  throughout  is  to  be  well  sand-papered,  and  then 
varnished  with  three  good  coats  of  the  best  copal  varnish.     The  last  coat  to  be  of  the  best  coach  varnish. 

loi.  Cabinet-finish. — The  waiting-rooms,  ticket-office,  and  water-closets  must  be  finished  in  oak, 
and  all  to  have  one  good  coat  of  Wheeler's  Patent  Filler,  and  three  good  coats  of  the  best  rubbed  copal 
varnish,  and  to  be  well  rubbed  after  each  coat  with  pumice-stone  and  water,  and  to  be  finished  with  a  cabi- 
net finish. 

Doors  and  frames  for  same  are  to  be  done  in  the  same  manner. 

102.  Oiled-finish. — The  treads,  risers,  and  platforms  nf  stair«;  and  runners  of  all  box-frames  are  to  be 
oiled  with  two  good  coats  of  boiled  linseed-oil. 


APPENDIX.  463 


PLUMBING. 

103.  Fixtures. — Provide  two  water-closets,  two  wash-stands,  and  one  urinal. 

104.  SuPPl.Y-PiPKS  OF  LE.^D. — Rising  main  to  be  f-inch  lead  pipe,  weighing  4  pounds  per  lineal  foot, 
and  connected  to  water-main  at  such  point  as  the  Engineer  may  approve,  laid  at  least  3  feet  below  final 
gr.ide-line,  and  carried  up  so  all  supply-pipes  will  lead  from  it,  and  provided  with  a  stop  and  drainage  cock. 

Supply-pipes  to  water-closet  tanks  and  to  urinal  to  be  ^-inch  lead  pipe,  weighing  2  pounds  per  lineal 
foot. 

Supply-pipes  to  wash-stands  to  be  |-inch  lead  pipe,  weighing  3  pounds  per  lineal  foot. 

105.  W.ASTE  AND  Ventil.ator  Pipes. — Water-closets  to  have4-iiich  cast-iron  double-strength  wastes 
leading  into  a  4-inch  cast-iron  double-strength  soil-pipe,  carried  10  feet  (jutside  of  the  building,  and  ventilated 
through  a  4-inch  single-strength  cast-iron  pipe,  carried  2  feet  above  the  roof,  with  a  globe  ventilator  on  top. 
The  ventilator-pipe  to  be  provided  with  Y's  for  connecting  air  vent-pipes  from  each  fixture.  The  soil-pipe  is 
to  have  a  trap,  placed  with  an  accessible  clean-out,  outsiae  the  foundation-walls,  and  provided  with  a  fiesh- 
air  inlet  4  inches  diameter  on  the  house  side  of  the  trap,  extending  to  the  e.\ternal  air  in  such  a  location  as 
not  to  be  offensive.     Rain-water  leaders  are  to  be  provided  with  traps  at  the  foot  of  the  pipes. 

Urinal  and  wash-stands  are  to  waste  through  li-inch  lead  pipes,  weighing  4  pounds  per  lineal  foot,  and 
provided  with  ij-inch  brass  "  Sanitas  "  traps,  and  vented  beyond  traps  through  a  ij-inch  lead  pipe  into  4- 
inch  cast-iron  ventilating  pipe.  Overflow-pipes  to  washbowls  and  urinal  will  be  ij-inch  lead  pipes,  con- 
nected with  ij-inch  waste  above  trap. 

106.  All  showing  pipes  for  wash-stand  and  urinal  to  be  drawn-brass  pipe  of  same  size  as  lead  pipe. 
Supply-pipes  ok  Brass. — Supply-pipes  from  cisterns  to  water-closets  will  be  li-inch  drawn  polished 

brass  pipe,  lacquered. 

107.  Cast-iron  Pipes. — All  cast-iron  pipes  to  be  of  best  quality,  with  proper  fittings,  elbows,  T's,  and  Y's  ; 
to  be  coated  inside  and  outside  with  asphaltum  ;  to  be  put  up  in  the  best  and  strongest  manner  with  iron 
hooks  and  stays,  and  the  joints  calked  with  oakum  and  melted  lead. 

All  connections  with  iron  pipes  to  be  made  with  Y  branches. 

108.  Lead  Pipes. — All  lead  pipes  to  be  put  up  in  the  best  manner  on  boards  set  in  place  by  the  carpenter, 
and  to  be  secured  with  brass  bands  and  screws  or  hard-metal  tacks.  All  joints  in  lead  pipe  throughout  are 
to  be  wiped  joints.  All  connections  between  lead  and  iron  pipes  and  traps  are  to  be  made  with  cast-brass 
ferrules  the  same  size  as  the  lead  pipes,  with  wiped  joints,  and  calked  with  oakum  and  melted  lead  run  into 
the  iron  pipes. 

109.  Covering  of  Pipes. — Where  pipes  come  within  walls  or  partitions  they  shall  be  covered  with  face- 
boards  matching  finish  of  room,  fastened  with  brass  round-headed  screws. 

1 10.  Traps. — Each  basin,  urinal,  and  water-closet  shall  be  furnished  with  a  trap,  which  shall  be  placed  as 
near  as  practicable  to  the  fixture  that  it  serves;  traps  shall  be  protected  from  siphonage  or  air-pressure  by 
special  air-pipes  of  a  size  not  lessthan  the  trap  ;  but  air-pipes  connected  with  water-closet  traps  shall  not  be  less 
than  2-inch  bore,  and  in  every  case  of  proper  proportion  for  their  purposes,  as  may  be  approved  by  the 
Engineer.  They  may  be  branched  into  the  soil  or  waste  pipe  vent,  not  less  than  three  feet  above  the  inlet 
from  the  highest  fixture.     No  trap-vent  shall  be  used  as  a  waste  or  soil  pipe. 

1 1 1.  Inspection. — Pipes  and  other  fixtures  shall  not  be  covered  from  view  or  concealed  until  the  work 
has  been  examined  by  the  Engineer,  and  he  shall  be  notified  by  the  plumber  when  the  work  is  sufficiently 
advanced  for  inspection.  Plumbing  work  shall  not  be  used  unless  the  same  has  first  been  tested  in  the 
presence  of  Engineer,  and  by  him  found  satisfactory. 

112.  Wai'er-closets. — The  water-closets  will  be  flush-rim  washout  closets,  of  the  style  described  as 
"  Embossed  Inoiloro  "  in  the  J.  &  L.  Mott  catalogue  G,  iSSS,  plate  93  G,  with  copper-lined  cabinet-finished 
quartered  oak  after-wash  cistern  No.  4i,  design  E  ;  open  seat,  and  cover  of  quartered  oak  with  brass  back, 
as  shown  on  plate  874  G  ;  with  polished-brass  ij-inch  flush-pipe;  polished-brass  curved  trap-vent  calked 
into  hub  of  Y  of  cast-iron  vent-pipe.  To  be  connected  by  a  four-inch  lead  waste-pipe  weighing  8  pounds 
per  lineal  foot,  tcj  the  hub  of  Y  of  cast-iron  soil-pipe;  joint  with  bowl  to  be  sealed  with  red  lead. 

To  be  set  on  a  recessed  slab  of  dark  Tennessee  marble  ij  inches  thick,  27  inches  x  27  inches. 

113.  Wash-stands. — The  wash-stands  are  to  be  of  the  style  described  and  shown  in  J.  it  L.  Mott  cata- 
logue G,  18S8,  plate  411  G.  To  ha\-e  17-inch  x  14-inch  white-porcelain  bowls  with  silver-plated  "  Duplex  " 
waste,  dark  Tennessee  marble  recessed  slab  22  inches  X  33  inches,  marble  back  14  inches  high,  and  marble 
sides  and  front  5  inches  deep,  and  polished-brass  legs.  One  low-down  silver-plated  compression-cock  to  each 
basin. 

114.  Urinal. — The  urinal  is  to  be  of  white  porcelain  flat-back  lipped  urinal  with  nickel-plated  brass  fit- 
tings, with  dark  Tennessee  marble  back  30  inches  X  4  feet  high,  and  one  marble  side  next  to  wash-stand  22 


464  APPENDIX. 

inches  X  4  ftel  high,  and  ij-inch  recessed  slab  of  same  marble  22  inches  X  33  inches.     To  be  supplied  with 
silver-plated  |-inch  compression  flush-cock. 

All  marble  secured  in  strongest  manner  with  brass  brackets  and  brass  round-headed  screws. 

DRAINAGE. 

1 15.  Stoneware  Drains. — The  drain-pipes  outside- the  building  shall  be  laid  of  the  sizes  and  in  the  loca- 
tion shown  on  drawing  No.  i.  They  shall  be  of  the  best  salt-glazed  vitrified  stoneware  drain-pipe  laid  to  a 
true  and  uniform  grade,  with  all  joints  completely  closed  with  cement  mortar  and  made  smooth  on  the  inside. 

Trenches. — The  trenches  for  drain-pipes  are  to  be  dug  to  a  true  grade,  and  hollows  made  to  receive  the 
bell-ends  of  the  pipes,  and  the  earth  well  tamped  around  the  pipe,  and  the  trenches  filled  and  well  tamped 
in  6-inch  layers.     Provide  all  necessary  "  Y,"  "  U,"  and  "  T  "  joints, 

1 16.  Gradient  of  Drains. — The  drains  shall  have  a  fall  of  not  less  than  \  inch  per  foot. 

117.  Man-hole. — The  sewer-pipe  is  to  be  provided  with  a  man-hole  and  a  trap  on  house  side  of  man  hole 
at  point  shown  on  sheet  No.  i. 

The  man-hole  is  to  be  2  feet  in  diameter  at  top,  and  3  feet  diameter  at  bottom  in  the  clear.  Wall  to  have 
two  ringsof  brick,  with  joints  completely  filled  with  cement  mortar,  and  interior  of  wall  plastered  with  cement 
mortar.  The  foundation  of  man -hole  to  be  12  inches  of  concrete  laid  on  two  courses  of  timber  grillage,  each 
4  inches  thick  with  2-inch  spaces  between  timbers,  filled  with  cement  mortar. 

To  be  capped  with  a  stone  coping  8  inches  thick,  3  feet  6  inches  in  diameter,  of  hard,  durable  sandstone, 
in  one  piece,  with  a  hole  2  feet  diameter  cut  in  centre,  and  provided  with  a  cast-iron  grating  cover,  set  flush 
in  stone  coping.     Top  of  man-hole  to  be  level  with  ground. 

gas-fitting. 

118.  Piping. — Where  shown  on  the  drawings,  to  be  of  the  best  wrought-iron  piping,  of  the  various  sizes 
required.  The  mains  to  be  run  as  direct  as  possible,  and  so  graded  that  the  water  can  run  out  at  a  conven- 
ient place  near  the  meter.     The  following  table  will  govern  the  sizes  of  pipes  : 

Sizes  of  Pipes. —        Size  of  tubing.  Greatest  length.  Number  of  burners. 

f  inch.  20  feet.  3 

i    "  25    "  6 

f    "  40    "  20 

I      "  60    "  30 

\\    "  no    "  60 

Details  of  Piping.^No  rising  pipe  to  be  less  than  3  feet  in  length,  all  properly  graded.  Secure  all  pip- 
ing in  place  with  iron  hold-fasts,  and  secure  the  drops  and  other  outlets  with  galvanized-iron  straps  and 
screws.  All  centre-lights,  where  shown,  to  be  secured  with  galvanized-iron  waste-nuts  instead  of  screws, 
the  pipes  to  be  run  to  supply  side-lights  where  indicated  on  plan.  The  side-wall  pipes  to  project  the  proper 
distance  for  brackets,  with  rosettes,  and  pipe-ends  for  drop-lights  to  hang  perfectly  straight,  true,  and  plumb. 
Put  all  pipe-joints  together  in  red  lead.  Cap  all  pipe,  and  leave  caps  on  and  prove,  and  locate  the  meter, 
and  provide  all  shut-ofifs  and  alcohol  cocks.  The  gas  filter  will  not  be  allowed  to  cut  away  any  of  the  wood- 
work.    This  will  be  done  by  the  carpenter. 

mantels. 

119.  Location. — Mantels  and  grates  will  be  provided  in  the  waiting-rooms. 

Women's  Waiting-room. — In  the  women's  waiting-room  provide  and  set  a  mantel  and  top  of  quar- 
tered oak,  of  style  numbered  240  in  the  Robert  Mitchell  Furniture  Company  of  Cincinnati,  catalogue  No. 
24.  page  65  ;  with  antique  cast  brass  frame,  radiant  setting,  polished  basket,  jambs  and  screen,  witli  ashpan  ; 
with  facing  of  enamelled  and  embossed  tile,  slabbed  of  a  rich  olive  tint ;  with  hearth  5  ft.  x  2  ft.  of  enamelled 
tile,  and  embossed  border  of  same  tint  as  facing;  with  fireplace  lined  with  the  best  fire  tile  and  brick.  This 
mantel  and  trimmings  will  be  furnished  complete  by  the  Mitchell  Furniture  Company  for  $150.00. 

Men's  Waiting-room. --In  the  men's  waiting-room  provide  and  set  a  mantel  of  quartered  oak,  of  style 
numbered  113  of  the  Meader  Furniture  Company  of  Cincinnati.  To  have  antique  cast-brass  frame,  radiant 
setting,  polished  basket,  jambs  and  screen,  with  an  ashpan;  with  facing  of  enamelled  tile  of  rich  orange  tint, 
and  5  ft.  X  2  ft.  hearth  of  same  tile;  with  fireplace  lined  with  best  fire  tile  and  brick.  The  Meader  Furniture 
Company  will  furnish  this  mantel  and  fittings  complete  for  $85.00. 


APPENDIX.  465 

INSPECTION. 

120.  Condemned  Materials. — All  materials  will  be  subject  to  ritjid  ins|)ection,  and  any  that  have 
been  condemned  must  be  immediately  removed  from  the  site  of  the  work. 

121.  General  Inspection. — The  work  will  be  done  under  the  supervision  of  an  Inspector,  whose 
duties  will  be  to  see  that  the  requirements  of  these  specifications  are  carried  out ;  but  his  presence  is  in  no 
way  to  be  presumed  to  relieve  in  any  degree  the  responsibility  or  obligation  of  the  Contractor. 


June  1,  1890. 
N.  B. — Proposals  must  be  made  on  this  Form  and  sent  in  without  dftaehini;  Specifications. 

ALABAMA   GREAT   SOUTHERN    RAILROAD  COMPANY. 

Proposal  kor  Building  a  Passenger  Depot  at  Fort  Payne,  .Ala. 

The  undersigned,  having  examined  the    specifications   attached   hereto   and  the  plans  for   the   work, 

do hereby   propose  to  the  Alabama  Great  Southern    Railroad  Company  to  furnish  all  the  necessary 

material  and  labor  to  build  the  passenger  depot  at  Fort  Payne,  in  accordance  with  the  requirements  of  the 

said  plans  and  specifications;  and  on  the  acceptance  of  this  proposal  do hereby  bind to 

enter  into  and  execute  a  contract  for  the  said  work  at  the  following 

Prices. 

1.  Building  complete  with  exterior  walls  of  hard-burned  brick,  and  faced  with  pressed  brick  and  stone 

trimmings, $ 

2.  Building  complete  with  exterior  walls  of  stone $ 

3.  Additional  price,  if  copper  is  substituted  for  galvanized  iron  (per  paragraph  71),    .     .     $ 

The  undersigned  furtlier  propose to  commence  work  within days  from  notice  of  award  of 

contract,  and  to  complete  the  same  within days  thereafter. 

Signed  this day  of 1890. 

(Name  of  firm) 


References :  By 

Address : 


PENNSYLVANIA    LINES   WEST    OF    PITTSBURG— SOUTHWEST   SYSTEM. 

Specifications  for  Depots.— Classes  A  and  B.* 

For  the  construction  of  a  Joint  T'assc}iger  and  Freight  Building  at on  Division  of  the  Rail 

Said  building  to  be feet,  outside  measurement,  and  placed  17  feet  6  inches  from  the  nearest  rail  of 

the  main  track  of  said  railivay,  as  per  plan  ;  to  have  one  \i'aiting-room,  one  Freight-room,  and  a  Ticket  and 
Telegraph  Office.  For  dimensions  see  plan.  The  final  location  of  building  site  to  be  determined  by  the  Super- 
intendent of  the Division  of  said  railway. 

foundation. 
The  building  will  rest  upon  stone  piers,  at  least   18  inches  square,  to  be  set  into  the  ground  a  sufficient 
depth  to  insure  a  good  and  firm  foundation  for  the  building.     There  will  be  16  piers,  placed  as  indicated  on 
the  plan. 

CARPENTER-WORK. 

All  timber  for  the  framework  to  be  of  good,  sound,  well-seasoned  white  pine,  free  from  sap,  rot,  or 
large  knots,  anrl  sawed  to  the  lull  dimensions  of  the  parts  required. 


*Thisspecificallon  was  kindly  furnished  for  publication  by  Mr.  M.  J.  Becker,  Chief  EnRincer,  Pennsylvania  Lines 
West  of  Pittsburg      This  depot  is  described  on  page  152  and  illusirated  in  Figs    439  and  440 


466  APPENDIX. 

Sills  to  be  8  X  8  inches,  of  sufTicieiu  length  to  reach  from  corner  to  corner,  halved  at  the  angles  and 
spiked  together. 

Corner-posts  to  be  4  x  4  inches.  Door  and  window  posts  4x4  inches,  properly  framed  together  and 
pinned  in  connection  with  top  plate  for  ceiling-joists  to  rest  upon. 

Studding,  2x4  inches,  placed  16  inches  centre  to  centre;  to  be  of  uniform  height,  squared  at  the  ends 
and  spiked  to  the  sills  and  capping  plates. 

Floor-joists,  3  x  12  inches,  in  freight-room,  spaced  thirteen  (13)  inches  centre  to  centre,  and  2  x  12 
inches,  spaced  16  inches  centre  to  centre,  in  the  balance  of  building.  Joists  in  freight-room  to  be  boxed 
into  sills  and  set  6  inches  lower  than  rest  of  floor.  All  other  joists  to  rest  securely  on  and  be  spiked  to  sills, 
and  all  joists  bridged  twice  in  the  width  of  building.  Joists  to  be  spiked  to  studding  when  their  position 
will  admit  of  its  being  done.  Cap-plates,  4x4  inches,  framed  into  corner  and  door  posts.  Ceiling-joists, 
2x8  inches,  spaced  16  inches  from  centre  to  centre,  spiked  to  plate  and  have  two  rows  of  bridging,  except 
in  freight  room,  which  will  have  no  ceiling. 

The  roof  is  to  be  constructed  as  per  plan,  and  is  to  project  on  each  side  and  end.  six  (6)  feet  from  the 
face  of  the  building.  The  projections  are  to  be  supported  by  brackets  of  4  x  6-inch  pine,  and  be  firmly 
bolted  to  building  and  made  as  per  plan.  All  projecting  timbers  and  eaves  to  be  properly  moulded  and 
planed  smooth,  ready  for  the  painter. 

Roof  to  be  covered  with  one-inch  pine  sheeting-boards. 

Siding. — The  middle  course  to  be  of  patent  moulded  |-inch  weather-boarding,  ends  shouldered  to  the 
trimmings  and  placed  as  per  plan.  The  courses  between  the  water-table  and  belt-course,  and  also  the 
courses  below  the  roof  and  the  gable-ends,  to  be  i  x  12-inch  battened  boards,  joints  to  be  covered  with  two 
(2)  inch  moulded  battens,  as  per  plan. 

There  will  be  a  belt-course  under  window-frames  and  a  belt-course  i  x  6  inches,  with  a  moulded  cap  on 
the  upper  side  of  middle  course  of  weather-boarding,  upon  which  the  battens  rest,  as  per  plan. 

A  water-table  i^  x  10  inches  with  bevelled  cap,  will  extend  around  the  building. 

Flooring  of  I  x  4  inch  yellow  pine,  tongued  and  grooved  and  blind-nailed  in  all  rooms,  except  freight- 
room,  which  will  be  floored  with  two  (2)  inch  white  pine,  gauged  to  uniform  thickness,  and  laid  close  joints. 

All  rooms,  except  freight-room,  to  have  a  wainscot,  3!  feet  high,  of  tongued,  grooved,  and  beaded  strips 
four  (4)  inches  wide,  of  white  pine,  to  be  finished  on  top  with  a  moulded  projecting  cap,  with  a  \  round 
moulding  at  the  base. 

All  rooms,  except  freight-room,  to  have  all  window  and  door  frames  finished  with  casings,  i  x  6  inches, 
with  moulded  edges. 

All  doors  and  windows  on  the  outside  to  be  trimmed  with  one-inch  stnflf,  as  per  plan. 

There  will  be  six  (6)  windows,  having  four  (4)  lights  each,  and  two  (2)  front  bay-windows,  of  tw-o  (2) 
lights  each,  with  clear  double  American  glass.  The  sash  to  be  li-inch  well-seasoned  white  pine,  with 
mouldings,  and  properly  hung  with  weights  and  pulleys. 

There  will  be  one  ticket-window,  20  x  24  inches,  placed  as  per  plan,  and  have  upward  sliding  panel, 
with  two  (2)  spring  catches,  also  have  shelves  of  2-inch  oak,  supported  by  neat  brackets,  and  be  neatly 
trimmed  around  the  opening. 

In  addition  there  will  be  a  telegraph  operating-table,  properly  constructed  and  placed,  as  per  plan. 

All  outside  doors  will  have  fixed  transoms,  luving  three  glass  lights,  18  inches  high,  except  freight- 
room  door,  which  will  have  six  (6j  lights,  each  18  inches  high.  There  will  be  one  (1)  outside  door  3i  x  8^ 
feet,  made  of  ij-inch  well-seasoned  white  pine,  with  moulded  and  niised  panels,  also  one  (i)  inside  door, 
3x7^  feet.  Freight-room  will  have  one  (i)  double  door,  7  feet  2  inches  by  9  feet  4  inches,  to  be  framed  of 
2-inch  stuff,  with  panels  of  |  x  4-inch  beaded  and  matched  boards,  rabbeted  in  frame  and  well-fastened 
with  screws. 

Partitions  will  be  made  2  x  4-inch  studding.  The  walls  of  freight-room  to  be  lined  with  one  (i)  inch 
rough  boards  to  the  height  of  ten  (10)  feet. 

SLATING. 

Roof-sheeting  is  to  be  covered  first  with  a  layer  of  tarred  felting-paper.  then  slated  with  the  best  black 
Pennsylvania  slate,  8  x  20  inches,  with  eight  (8)  inches  exposed  to  the  weather.  All  to  be  securely  nailed 
with  galvanized  slating  nails.     Slate  to  be  from  the  American  Bangor  Slate  Company's  quarry. 

GUTTERS,    ETC. 
Gutters  are  to  be  lined  with  tin.  and  ihe  tin  to  run  up  under  slate  eight  (8)  inches,  be  exposed  ci-ht  (8) 
inches,  and   be  four  (4)  inches   high,  pitched  to  carry  the  water  to  corners  of   building;  all   to  be  securely 
nailed  to  sheeting. 


APPENDIX.  467 

There  will  be  conductor-pipes  of  three  (3)  inch  galvanized  iron  No.  22  at  each  corner  of  building,  to  run 
down  below  the  platform,  and  each  to  have  a  12-inch  elbow  at  bottom. 

Chimney  to  be  flashed  with  tin. 

There  will  be  galvanized-iron  ridge-conibings  on  roof,  as  per  plan. 

All  tin-work  to  be  best  I  X  double-dipped,  bright  tin  plate.  Gutters  and  flashings  to  be  painted  2  coats 
on  back  before  being  laid. 

PLASTERING. 

The  ceiling  and  walls,  except  in  freight-room,  to  be  plastered  with  two  (2)  coats  of  good  hair-lime 
phister.  The  ceiling  to  be  finished  with  one  (1)  coat  of  hard  finish,  and  the  walls  with  onc(i)  coat  of  rougli- 
cast.  of  fine  sand  finish,  tinted  in  distemper  colors,  to  be  selected  by  the  Superintendent.  Laths  to  be  of  best 
quality,  and  be  nailed  with  No.  3  lath-nails  at  every  joint  and  studding. 

CHIMNEYS. 

There  will  be  one  (i)  chimney,  as  per  plan,  with  two  flues.  8x8  inches  each,  all  to  have  8-inch  walls, 
with  4-incli  division  walls.  Chimney  to  be  carried  above  the  ape.x  of  the  roof  and  finished  with  stone  cap  6 
inches  thick,  composed  of  one  piece,  as  per  plan. 

PAINTING. 

All  painting  to  be  done  with  the  best  quality  white-lead  and  pure  linseed-oil  paint,  well  mixed.  Inside  of 
building  to  have  two  (2)  coats  and  outside  three  (3)  coats,  in  two  (2)  colors,  to  be  selected  by  the  Superin- 
tendent.    Gutters  and  down-pipes  for  roof  drainage  to  have  two  (2)  coats  of  paint. 

HARDWARE. 

All  outside  doors,  except  freight  room,  to  be  hung  with  3  pairs  of  4i-inch  loose-pin  butt-hinges  ;  the  in- 
side doors  to  have  3A-inch  loose-pin  butt-hinges.  All  doors,  except  freight-room,  to  have  heavy  upright  mortise 
knob-locks,  equal  to  No.  305  of  Norwalk  Lock  Company  make.  Window-sash  to  be  hung  with  Silver  Lake 
Company's  solid  braided  window-sash  cord,  on  2-inch  axle-pulleys,  sash-weight  to  be  sufficient  to  balance 
sash.  Freight-room  door  to  be  hung  on  heavy  iron  hangers  with  six  (.6j  inch  wheels,  running  on  horizontal 
iron  guides  and  have  iron  fastenings  on  door  for  padlock. 

GENERAL   CLAUSES. 

All  materials  are  to  be  furnished  and  all  work  done  which  may  be  necessary  to  complete  the  building 
according  to  the  plan,  though  the  same  may  not  be  specially  mentioned  herein.  All  materials  and  work  not 
otherwise  specified  are  to  be  of  the  best  qualities  of  their  several  kinds.  All  alterations  and  deviations  from 
these  specifications,  and  all  additions  to  the  same,  must  be  fully  stated  in  writing,  and  the  price  agreed  upon 
or  such  extra  work  must  be  stated  in  an  appendix  to  these  specifications  and  signed  by  both  parties,  before 
payment  will  be  made  for  the  same.  All  materials  needed  in  the  construction  of  the  building,  and  all  labor- 
ers and  mechanics  actually  employed  in  its  construction,  will  be  transported  free  of  charge  over  the     

Division  of  the  Pittsburg,  Cincinnati  &  St.  Louis  Railway. 


PENNSYLVANIA  LINES  WEST  OF   PITTSBURG— SOUTHWEST  SYSTEM. 

Specifications   for   Depots.— Class  F.* 

For  the  construction   of  a    Passeni^cr  Depot  at ,  on Division  of  tlic  Pittslnin;,  Cincinnati  & 

St.  Louis  Rai/way. 

Till- main  huildini;  to  be  2\  xyo  feet,  outside  measurements,  and  placed  \y  feet  6  inches  from  the  nearest 
rail  of  the  main  track  of  said  railway  as  per  plan  ;  to  have  two  (2)  IVaitinff-roonis  and  one  Ticket  and  Tele- 

*  This   specification  was  kindly   furnished   for  publication    by  Mr.  M.  J.  Becker,   Chief  Engineer,  Pennsylvania 
Lines  West  of  Pitisburg. 

This  depot  is  described  on  page  287  and  illustrated  in  Figs.  515  to  517. 


468  APPENDIX. 

graph  Office,  one  Baggage-room,  one  Toilet-rooiit.  and  Ixvo  Water-closets.     For  dimensions,  see  plan.      The  final 
location  of  building  site  to  be  determined  by  the  Superintendent  of  the Division  of  said  railway. 

FOUNDATIONS. 

The  building  will  rest  on  stone  piers  at  least  i8  inches  square,  to  be  set  into  the  ground  at  a  sufficient 
depth  to  insure  a  good  and  firm  foundation  for  the  building.  There  will  be  37  piers,  placed  as  indicated  by 
plan. 

CARPENTER-WORK. 

All  timber  for  the  framework  to  be  of  good,  sound,  well-seasoned  white  pine,  free  from  sap.  rot,  or  large 
knots,  and  sawed  to  the  full  dimensions  of  tiie  parts  required. 

Sills  to  be  8  X  8  inches,  of  sufficient  length  to  reach  from  corner  to  corner,  halved  at  the  angles  and 
spiked  together. 

Corner-posts  to  be  4x4  inches.  Door  and  window  posts  to  be  4x4  inches,  properh-  framed  together 
and  pinned  in  connection  with  top  plate  for  ceiling-joists  to  rest  upon.  Studding  2  X4  inches,  placed  16 
inches  centre  to  centre,  to  be  of  uniform  height,  squared  at  the  ends,  and  spiked  to  the  sills  and  capping 
plates. 

Floor-joists  3x12  inches  in  baggage-room,  spaced  13  inclies  centre  to  centre,  and  2x12  inches,  spaced 
16  inches  centre  to  centre,  in  the  balance  of  building.  All  joists  to  rest  securely  on  and  be  spiked  to  sills, 
and  bridged  twice  in  tlie  width  of  building.  Joists  to  be  spiked  to  studding  when  their  position  will  admit 
of  its  being  done.  Cap-plates  4x4  inches,  framed  into  corner  door  posts.  Ceiling-joists  to  be  2  x  12  inches, 
all  spaced  16  inches  from  centre  to  centre,  spiked  to  top  plate,  and  bridged  twice  in  the  width  of  the  building. 

The  roof  is  to  be  constructed  as  per  plan,  and  is  to  project  on  each  side  and  end  seven  feet  ten  inches 
(7  ft.  10  in.)  from  the  face  of  the  building.  The  projections  are  to  be  supported  by  brackets  of  4  x 6-inch 
pine,  and  be  firmly  bolted  to  building,  and  made  as  per  plan.  The  gables  to  have  framed  ornaments  made 
of  2  X  6-inch  pine,  and  i-inch  backs  to  panels,  scroll-sawed  as  per  drawings.  All  projecting  timbers  and 
eaves  to  be  properly  moulded  and  planed  smooth,  ready  for  the  painter. 

Roof  is  to  be  covered  with  i-inch  pine  sheeting-boards. 

Siding. — The  middle  course  to  be  of  patent  moulded  |-inch  weather-boarding,  ends  sliouldered  to  tlie 
trimmings  and  placed  as  per  plan.  The  courses  between  the  water-table  and  belt-course,  and  also  the 
courses  below  roof  and  gable-ends,  to  be  of  I  x  12-inch  battened  boards.  Joints  to  be  covered  with  2-inch 
moulded  battens,  as  per  plan.  The  upper  course  of  battened  boards  to  have  their  lower  ends  finished  as  per 
plan. 

There  will  be  a  belt-course  under  window-frames  and  a  belt-course  i  x6  inches,  with  a  moulded  cap,  on 
the  upper  side  of  the  middle  course  of  weather-boarding. 

A  water-table  i^xio  inches  with  bevelled  cap  will  extend  around  the  building.  Flooring  i  x 4-inch 
yellow  pine,  tongued  and  grooved,  and  blind-nailed  in  all  rooms,  except  baggage  room,  which  will  be  floored 
with  2-inch  white  pine,  ganged  to  uniform  thickness  and  laid  close  joints. 

All  rooms,  except  baggage-room,  to  have  a  wainscot  35  feet  high,  of  tongued,  grooved,  and  beaded 
strips  four  (4)  inches  wide,  of  white  pine,  to  be  finished  on  top  with  a  moulded  projecting  cap,  with  ^-round 
moulding  at  the  base. 

All  window  and  door  frames  to  be  finished  with  inside  trimmings  i  x6  inches,  with  moulded  edges. 

All  doors  and  windows  on  the  outside  to  be  trimmed  with  i-inch  stuff,  as  per  plan. 

There  will  be  ten  (10)  windows,  having  four  (4)  lights  each,  and  eight  (8)  windows  of  two  (2)  lights  each, 
with  clear  double  American  glass.  The  sash  to  be  of  i|-inch  well-seasoned  white  pine,  with  mouldings, 
and  properly  hung  with  weights  and  pulleys. 

There  will  be  two  (2)  ticket-windows  20x24  inches,  placed  as  per  plan,  and  have  upward-sliding  panel, 
with  two  (2)  spring  catches  ;  also,  have  shelves  of  2-inch  oak,  supported  by  neat  brackets,  and  be  neatly 
trimmed  around  the  openings. 

In  addition  there  will  be  a  telegraph  operating-table,  properly  constructed  and  placed  as  per  plan. 

All  outside  doors  will  have  fixed  transom,  having  one  light  of  glass  18  inches  high,  except  baggage-room 
doors,  one  of  which  will  have  no  transom,  and  one  will  have  a  six  (6)  light  transom. 

There  will  be  four  (4)  outside  doors,  3^  feet  by  9  feet,  and  one  (i)  door  3  feet  by  9  feet,  made  of  ij-inch 
well-seasoned  white  pine,  with  tongued  and  grooved  and  beaded  panels  ;  also  three  (3)  inside  doors,  3  feet 
by  8  feet,  and  four  (4)  doors  2  feet  3  inches  by  5  feet,  for  closets. 

Baggage-room  will  have  two  (2)  double  doors  6  feet  by  9  feet  6  inches,  to  be  framed  of  2-inch  stuff, 
with  panels  of  4-inch  beaded  and  matched  boards,  well  fastened  with  screws. 


APPENDIX.  469 

Partitions  will  be  made  of  2  x  4-inch  studding.  Tlio  walls  of  baggage-room  to  be  lined  with  one  (1) 
inch  rough  boards  to  the  height  of  ten  (10)  feet. 

SLATING. 

Roof-sheeting  is  to  be  covered  first  with  a  layer  of  tarred  felting-papcr,  then  slated  with  the  best  black 
Pennsylvania  shite,  8x20  inches,  with  eight  (8)  inches  exposed  to  the  weather.  All  to  be  securely  nailed 
with  galvanized  slating  nails.     Slates  to  be  from  the  American  Bangor  Slate  Co.'s  quarry. 

GUTTERS,  ETC. 

Gutters  are  to  be  lined  with  tin,  and  the  tin  to  run  up  under  slate  eight  (8)  inches,  be  exposed  eight  (8) 
inches,  and  be  four  (4)  inches  high,  pitched  to  carry  the  water  to  corners  of  building;  all  to  be  securely 
n.iiled  to  sheeting. 

There  will  be  conductor-pipes  of  three  (3)  inch.  No.  22  galvanized  iron  at  each  angle  between  main  and 
out  building,  to  run  down  below  the  platform,  and  each  to  have  a  12-inch  elbow  at  bottom. 

Valley  gutters  to  be  tin  of  iC-inch  girth,  8  inches  exposed  to  the  weather. 

There  will  be  galvanized-iron  ridge-combings  and  gutter-crestings  on  roof,  as  per  plan. 

PLASTERING. 

The  ceiling  and  walls,  except  in  baggage-room,  to  be  plastered  with  two  (2)  coats  of  good  hair-lime 
plaster.  The  ceiling  to  be  finished  with  one  (i)  coat  of  hard  finish,  and  the  walls  with  one  (i)  coat  of  rough 
cast  of  fine  sand  finish,  tinted  in  distemper  colors,  to  be  selected  by  the  Superintendent. 

Laths  to  be  of  best  quality,  and  be  nailed  with  No.  3  lath-nails  at  every  joist  and  studding. 

CHIMNEYS. 
There  will  be  one  (i)  chimney,  as  per  plan,  with  two  (2)  flues,  8x8  inches  each.     All  to  have  8-inch 
walls,  with  4-inch  division  walls.     Chimney  to  be  carried  above  the  apex  of  the  roof  and  finished  with  stone 
cap,  composed  of  one  piece  pierced  for  flues  as  per  plan  ;  also  two  (2)  ventilator  flues  from  the  water-closets, 
of  galvanized  iron  above  roof,  as  shown  on  plan.     Chimney  to  be  flashed  with  tin. 

PAINTING. 

All  painting  to  be  done  with  best  quality  while  lead  and  pure  linseed-oil  paint,  well  mixed.  Inside 
of  building  to  have  two  (2)  coats  and  outside  three  (3)  coats,  in  two  (2)  colors,  to  be  selected  by  the 
Superintendent. 

Gutters  and  down-pipes  for  roof-drainage  to  have  two  (2)  coats  of  paint. 

All  tin-work  to  have  two  (2)  coats  of  paint  on  the  under-side  before  laying. 

HARDWARE. 

All  outside  doors,  except  baggage-room,  to  be  hung  with  3  pair  of  4J-inch  loose-pin  butt-hinges;  the 
inside  door  to  have  3i-inch  loose-pin  butt-hinges. 

All  doors,  except  baggage-room,  to  have  heavy  upright  mortise  knob  locks,  equal  to  No.  305  of  Nor- 
walk  Lock  Company  make. 

Window-sash  to  be  hung  with  Silver  Lake  Co.'s  solid  braided  window-sash  cord,  on  2-inch  axle-pulleys. 
Sash-weights  to  be  sufficient  to  balance  sash. 

Baggage-room  door  to  be  hung  on  heavy  sliding-door  hangers  with  six  (6)  inch  wheels  and  iron  track 
rail  at  top,  and  provided  with  heavy  flush-bolts,  and  strong  hasp  for  padlock. 

GENERAL  CLAUSES. 

All  materials  are  to  be  furnished  and  all  work  done  which  may  be  necessary  to  complete  the  building 
according  to  the  plan,  though  the  same  may  not  be  specially  mentioned  herein.  All  material  and  work  not 
otherwise  specified  are  to  be  of  the  best  qualities  of  their  several  kinds. 

All  alterations  and  deviations  from  these  specifications  and  all  additions  to  the  same  must  be  fully 
stated  in  writing,  and  the  price  agreed  upon  for  such  extra  work  must  be  stated  in  an  appendix  to  these 
specifications,  and  signed  by  both  parties  before  payment  will  be  made  for  the  same. 

All  materials  needed  in  the  construction  of  the  building,  and  all  laborers  and  mechanics  actually  em- 
ployed in  its  construction,  will  be  transported  free  of  charge  over Division  of  the   Pittsburg, 

Cincinnati  &  St.  Louis  Railway. 


47°  APPENDIX. 

CINCINNATI  SOUTHERN  RAILWAY. 

June  I,  1S7S. 

General  Specifications  for  Buildings,  Water  Stations,  Cattle-guards,  Road-crossings,  Turn- 
tables, Fencing,  and  Telegraph  Lines.* 

foundations  of  buildings. 

Foundations,  unless  they  rest  on  solid  rock,  must  be  sunk  at  least  three  feet  below  the  surface  of  the 
ground,  and  as  much  more  as  may  be  necessary  to  reach  a  solid  bed. 

The  bottoms  of  foundation-pits  must  be  dressed  level,  and  the  material  excavated  must  be  deposited  at 
such  a  place  as  may  be  directed  by  the  Engineer. 

The  foundations  will  be  either  of  stone  or  wood. 

Stone. — The  walls  or  piers  must  be  built  in  accordance  with  plans  furnished,  of  large  flat  bedded  stone  of 
quality  approved  by  the  Engineer;  laid  flush  with  broken  joints  in  good  fresh-mixed  cement  mortar;  com- 
posed of  the  best  quality  of  cement,  sharp  sand,  and  clear  water,  mixed  in  such  proportion  as  the  Engineer 
may  direct. 

The  first  footing-course  must  be  composed  of  selected  stone,  well  rammed  to  position  in  a  2-inch  bed  of 
cement  mortar.  The  masonry  must  be  well  bonded,  built  straight,  plumb,  and  level ;  no  spalls  to  be  allowed 
in  the  beds.     Spaces  between  bedding- stones  to  be  filled  with  spalls  laid  flush  in  good  cement  mortar. 

All  faces  exposed  to  view  or  above  ground  must  be  neatly  pointed.  All  piers  must  be  capped  with  a 
single  stone  roughly  squared,  and  walls  with  selected  stones  reaching  across  the  wall. 

The  spaces  between  the  masonry  and  the  sides  of  excavations  must  be  filled  with  the  material  excavated 
well  rammed  in. 

Wood. — Foundations  of  wood  will  consist  of  white-oak  blocks  well  charred,  not  less  than  12  mches  in 
diameter,  resting  on  white-oak  sills. 

The  sills  must  have  a  full  and  equal  bearing  on  the  bottom  of  the  pit.  The  blocks  must  be  straight 
stand  vertically  in  line,  sawed  level  at  the  top  and  bottom,  and  of  the  proper  height.  The  pit  must  be  filled 
with  the  material  excavated  well  rammed  in. 

When  solid  rock  or  other  solid  foundation-bed  is  reached  the  sills  will  be  dispensed  with. 

BRICKW^ORK. 

All  brickwork  must  be  of  the  best  quality  of  hard-burned  brick,  well  shaped  and  laid  wet  in  the  best 
hydraulic  cement  or  strong  fresh  lime  mortar  as  may  be  required,  mixed  with  clear  water,  the  proportion  of 
sand  to  cement  being  such  as  the  Engineer  may  direct. 

All  beds  and  joints  to  be  well  filled  with  mortar,  to  be  neatly  pointed  on  the  face  of  the  wall,  and  not  to 
exceed  three  eighths  (f)  of  an  inch  in  thickness.     No  bats,  cracked  or  salmon  brick  will  be  allowed. 

The  walls  to  be  well  bonded,  every  seventh  course  to  be  of  headers.  All  flues  to  be  lined  with  terra- 
cotta pipe,  provided  with  the  necessary  thimbles  and  capped  in  approved  manner. 

timber  and  framing. 

All  timber  must  be  of  the  best  quality  of  the  kind  specified,  sawed  true  and  out  of  wind,  full  size,  free  of 
wind-shakes,  large  or  loose  knots,  worm-holes,  sap,  or  any  defect  impairiiig  its  strength  or  durability. 

All  framing  must  be  done  to  a  close  fit,  and  in  a  thorough  and  workmanlike  manner.  No  open  joints 
or  filling  shims  will  be  allowed. 

*  This  specification  was  used  in  the  construction  of  the  Cincinnati  Southern  Railway,  Mr.  G.  Bouseareu,  Consult- 
ing and  Principal  Engineer,  and  R.  G.  Huston  &  Co.,  Contractors.  The  specification  and  the  annexed  copy  of  Messrs. 
R.  G.  Huston  &  Co.'s  bid  for  the  different  classes  of  work  covered  by  the  specifications  is  copied  from  the  report  of 
the  Consulting  and  Principal  Engineer  to  the  Board  of  Trustees,  dated  March  6,  1880. 

The  depots,  Classes  A,  B,  C,  and  D,  mentioned  in  these  Gviicrnl  Sfccifications  are  described  above  on  pages  253 
to  254,  and  the  Depot  Class  "  A  "  is  illustrated  in  Figs.  441  to  444.  The  Water  Station  is  described  on  page  120.  The 
Tool-house  is  described  on  pages  g  to  10,  and  illustrated  in  Figs.  25  to  27. 


APrFNDlX.  471 

Floor- joists  must  be  well  stayed  by  rows  of  bridging,  i'  x  3'  ,  not  iiiore  than  6  feet  apart,  secured  with 
two  nails  at  each  end. 

Rafters  to  be  notched  on  wall-plates  and  spiked  to  ridge-pieces  and  wall-plates.  Ail  bolts  to  be  square- 
headed,  and  provided  with  washers  under  nut  and  head. 

WF.ATHER-nOARDING. 

To  be  of  good  second  common  pine  or  yellow  poplar,  without  cracks  or  loose  knots,  thickness  one  incli. 
width  not  to  exceed  nine  inches,  securely  nailed  to  studding  with  close  joints,  and  battened  with  i"x3" 
strips,  bevelled  and  dressed. 

FLOOR. 

Will  be  of  two  kinds  :  No.  I,  used  in  passenger  rooms,  offices,  etc.,  will  be  of  i"x4i''  first  common  yel- 
low pine,  well  seasoned,  dressed  and  matched,  secret-nailed,  and  smoothed  oil  after  completion. 

No.  2.  used  on  platforms,  freight-rooms,  etc.,  will  consist  of  2"xS"  seasoned  while  oak,  well  spiked  to 
joists  or  sills  with  close  joints,  and  smoothed  off  after  completion. 

Header-joints  of  all  flooring  to  be  brought  over  joists. 

CEILING  AND   WAINSCOTING. 

To  be  of  first  common  well-seasoned  matched  flooring  i"  X4i",  of  uniform  width,  header-joints  on  stud- 
ding and  joists,  secret-nailed,  beaded  for  walls  and  partitions,  and  smoothed  off.  Ceiled  rooms  must  be  pro- 
vided with  an  eight-inch  base-board  and  with  a  neat  moulding  at  the  junction  of  ceiling  and  walls. 

ROOF. 

The  roofs  will  be  covered  with  shingles,  tin,  or  slate.  The  sheathing  will  be  of  second  common  dressed 
pine  or  yellow  poplar,  laid  with  close  joints  and  securely  nailed  to  rafters. 

The  shingles  must  be  of  the  best  quality  of  pine  or  yellow-poplar  shaved  shingles,  16  inches  long,  of  uni- 
form width  and  thickness,  well  nailed,  and  showing  4  inches  to  the  weather. 

The  tin  must  be  the  best  quality  of  I.  C.  leaded  charcoal  roofing-tin,  sheets  14"  x  20',  with  standing  lock- 
joints  \\"  high  running  with  the  slope  of  the  roof,  well  secured  and  soldered  to  gutter  and  flashing-tin,  and 
fastened  occasionally  to  sheathing  by  soldering  small  strips  at  joints  and  nailing  down. 

The  slate  to  be  of  the  best  quality  of  Virginia  slate  10''  x  20",  laid  8"  to  the  weather,  carefully  gauged  and 
punched,  each  slate  to  be  fastened  with  tin-composition  nails,  with  heads  countersunk  in  slate.  The  ridge 
of  roof  must  be  covered  with  No.  22  galvanized  iron,  rolled  as  per  detail  approved  by  the  Engineer  and  well 
secured  in  place. 

Flashings  around  chimneys  and  ventilators  to  be  of  the  same  quality  of  tin  as  that  used  on  the  roof, 
and  secured  in  the  best  manner,  to  tlie  satisfaction  of  the  Engineer.     All  roofs  must  be  water-tight. 

Gutters  must  be  lined  with  tin  of  the  same  quality  as  that  used  on  the  roof,  the  tin  must  reach  beyond 
the  first  lap  of  shingles  or  slates.  Connections  of  gutters  to  waterspouts  must  be  well  made,  and  perfectly 
water-tight. 

Down  spouts  must  be  of  the  number  and  size  specified;  they  must  be  of  No.  22  galvanized  iron,  each 
provided  with  flaring  mouth  and  copper-wire  strainer,  joints  well  soldered  and  riveted.  They  must  be 
firmly  fastened  to  the  building  with  No.  16  galvanized-iron  holders,  and  bo.xed  with  one-inch  plank  where 
exposed  to  blows. 

DRAINAGE. 

The  water  from  the  downspouts  of  buildings  must  be  collected  in  box-drains  and  run  out  to  the  side 
ditch  along  the  track. 

PLASTERING. 

The  latlis  for  plastering  must  be  the  best  sawed-pine  laths,  well  seasoned.  They  must  be  strongly 
nailed  to  the  studding,  and  break  joints  every  eight  laths. 

The  plastering  must  be  of  three  good  coats,  finishing  hard  white, -and  composed  of  fresh  strong  white 
lime,  clean  sharp  sand,  long  strong  hair,  and  clear  water. 


472  APPEXD/X 


WINDOWS. 


All  box-framed  windows  to  be  hung  on  pulleys  with  best  quality  of  cotton  sash-cord,  must  be  well 
balanced  by  cast-iron  weights,  and  lilted  with  approved  lock  and  strong  brass  hook-lifts.  The  lower  half  o( 
common  sash-windows  must  be  made  to  slide  easily,  and  fitted  with  approved  spring-lock  and  brass  hook- 
lift. 


DOORS. 


Large  exterior  doors  will  be  if"  in  thickness,  interior  doors  if".  All  doors  must  be  of  the  best  quality 
of  seasoned  pine,  double  panelled,  hung  on  three  hinges,  fit  closely,  work  easily,  and  fitted  with  approved 
mortised  knob-lock  for  exterior  doors,  and  rim  knob-locks  for  the  others.  Hinges  for  outside  doors  to  be 
4''  X  4",  and  for  the  others  3"  x  3". 


HARDWARE. 


All  hardware  required  for  the  full  and  complete  finishing  of  all  structures  must  be  furnished  and  fitted, 
and  be  of  quality  and  style  approved  on  sample  by  the  Engineer. 


FINISH    AND   TRIMMINGS. 

The  outside  trimmings  of  the  buildings  and  the  inside  finish  of  passenger  rooms,  offices,  and  section 
houses  will  be  plain,  but  neatly  done,  in  such  style  as  the  Engineer  may  direct. 

PAINTING   AND   GLAZING. 

The  exterior  of  all  buildings,  unless  otherwise  specified,  will  be  painted  with  two  coats  of  the  best 
quality  of  Iron-clad  paint  mixed  with  boiled  linseed-oil ;  the  outside  trimmings  and  the  interior  of  passenger 
rooms  and  offices  with  two  coats  of  white  lead  mixed  with  boiled  linseed-oil,  and  be  of  such  color  as  the 
Engineer  ma\'  direct. 

Tin  roofs  will  be  painted  with  two  coats  of  Iron-clad  paint.  All  the  tin  and  iron  about  the  roof  and 
gutter  to  be  painted  in  like  manner. 

Water-tanks,  spouts,  and  turn-tables  to  be  painted  with  two  coats  of  Iron-elad  paint.  All  water-pipes, 
smoke-funnels,  and  smoke-stacks  to  be  painted  inside  and  out  with  two  coats  of  hot  coal-tar  thickened  with 
lime. 

Glazing. — All  glazing  must  be  done  in  the  best  manner,  bedded,  sprigged,  and  back  puttied.  All 
window-sashes  and  transoms  to  be  glazed  with  the  best  Pittsburg  glass,  free  from  color,  bubbles,  waves,  and 
other  defects. 

GENERAL   CLAUSE. 

All  materials  must  be  of  the  best  quality  of  the  kind  specified,  and  be  subject  to  the  inspection  and 
acceptance  of  the  Engineer. 

The  workmanship  must  be  of  the  best  character,  and  to  the  satisfaction  of  the  Engineer. 

If  there  should  be  any  omissions  in  these  specifications  or  plans  furnished,  the  Contractor  shall,  never- 
theless, supply  without  extra  charge  all  the  material  and  labor  necessary  for  the  completion  of  the  buildings 
and  other  structures  in  the  style  contemplated  by  these  specifications  and  plans. 

The  Contractor  takes  all  risks  of  damage  or  destruction  by  fire,  storm,  or  any  cause  whatsoever,  and 
must  maintain  all  finished  structures  in  a  complete  state  of  repair  until  their  final  acceptance.  No  structure 
will  be  finally  accepted  until  the  completion  of  the  entire  work  under  contract. 


STATION-HOUSES. 
plan  a. 


Will  be  built  in  accordance  with  the  general  plan  marked  "  A." 

Platforms  eighteen  inches  above  grade.  All  inside  walls  and  ceilings  to  be  ceiled  with  white  or  yellow 
pine.  Flues  to  be  plastered.  Ceilings  of  water-closet  and  baggage-room  to  be  ten  feet  above  the  floor; 
each  seat  in  the  water-closet  to  be  fitted  with  a  hinged  cover  and  be  enclosed  in  a  pine  ceiling  partition,  six 
feet  high,  with  a  Venetian  door.  Provide  basins  and  traps  with  all  improvements  and  pipe  attachment  for 
water  supply.     The  gentlemen's  closet  to  have  enamelled  urinal  basins  for  two.    The  ladies'  closet  to  have  a 


APPENDIX.  475 

wash-stanil  with  i-naimllccl  ImsIm  u  illi  supply  walcr-pipc  and  cdck,  and  discliaij;c  pipe  to  ilic  vault.  I'rovidc 
for  ladies'  and  for  gentlemen's  closet  a  hinged  transom-window  of  three  lights,  of  the  same  size  as  transom 
over  doors,  at  the  same  height  and  with  the  same  finish. 

The  vault  to  be  si.\  feet  in  diameter  in  the  clear,  and  twelve  feet  deep  below  surface,  lined  with  brick 
and  cement  on  side  and  bottom,  and  ventilated  by  a  box-flue  extending  to  the  top  ot  the  rocf. 

Floor  to  be  No.  i  for  all  rooms,  and  No.  2  for  platforms.  Steps  in  sufficient  number  must  be  provided 
to  connect  end  of  building  with  the  surface  of  the  ground.     All  windows  to  be  box-framed. 

Roof  to  be  covered  with  shingles  and  drained  by  four  3}  "  down-spouts,  one  at  each  corner  of  the 
building. 

Wooden  benches  in  passenger  rooms  to  be  as  shown  on  plan,  of  clear  yellow  pine  or  yellow  poplar, 
with  iron  brackets  between  seats,  of  a  pattern  approved  by  the  Engineer. 

PLAN    B. 

Will  be  built  in  accordance  with  the  general  plan  marked  "  B."  Platform  four  feet  above  grade.  The 
walls  and  ceiling  of  the  passenger  room  and  office  to  be  ceiled  and  finished  the  same  as  for  plan  A.  Win- 
dows in  waiting-room  and  office  to  be  box-framed.     The  brick  flues  to  be  plastered. 

The  roof  to  be  covered  with  shingles  and  drained  by  four  3^'  down-spouts,  one  at  each  corner  of  the 
building.  Sufficient  steps  to  be  provided  at  each  end  of  the  building  to  connect  the  platforms  with  the 
surface  of  the  ground. 

Floors  to  be  No.  i  for  passenger-room  and  office,  and  No.  2  for  freight-room  and  platforms. 

Hangers  of  freight-doors  to  be  of  wrought-iron,  and  the  track  for  the  same  to  be  also  of  wrought-iron 
firmly  screwed  to  the  frame  of  the  building.  Freight-doors  must  fit  well,  work  easily,  and  be  provided  with 
approved  bolt. 

PLAN    C. 

Will  be  built  in  accordance  with  the  general  plan  marked  "C." 

Platform  four  feet  above  grade. 

Ceiling  of  office  and  waiting-room  to  be  ten  feet  above  the  floor  ;  ceiling  and  walls  to  be  ceiled.  Win- 
dows in  waiting-room  and  office  to  be  box-framed. 

Opening  for  stove  to  be  made  in  partition,  properly  consolidated  by  a  frame  and  protected  by  a  zinc 
lining. 

Freight-room  t-o  be  the  .same  as  in  plan  B. 

Roof  to  be  covered  with  shingles  and  drained  by  four  3"  down-spouts,  one  at  each  corner  of  the 
building. 

Floor  to  be  No.  l  for  waiting-room  and  office,  and  No.  3  for  platform  and  freight-room. 

PLAN    D. 

Will  be  built  in  accordance  with  the  general  plan  marked  "  D. " 

Platform  to  be  four  feet  above  grade. 

The  entire  building  to  be  ceiled  inside,  the  weather-boarding  omitted,  and  all  showing  parts  of  the 
frame  to  be  dressed  and  chamfered  where  required. 

The  partitions  to  be  carried  up  to  the  roof,  which  will  be  sheathed  with  ceiling  stuff  throughout,  covered 
with  tin,  and  drained  with  four  3  '  down-spouts,  one  at  each  corner  of  the  building. 

The  brick  flues  to  be  plastered;  office  and  waiting-room  to  be  finished  the  same  as  in  plan  A.  All 
windows  in  office  and  waiting-rooms  to  be  box-framed. 

Floor  to  be  No.  I  for  waiting-room  and  office,  and  No.  2  for  freight  room  and  platforms. 

Sign-boards  nuist  be  placed  on  each  end  of  every  station-house  of  all  plans,  and  painted  with  thret 
coats  of  white  lead,  with  the  name  of  the  station  and  the  number  of  miles  in  black. 


PLATFORMS. 

Platforms  will  be  built  in  accordance  with  plan  furnished,  generally  twelve  or  six  feet  in  width.  The 
twclve-fcct  platform  being  built  at  the  end  of  station-houses  on  foundations  similar  to  that  of  the  building 
itself,  the  six-feet-platform  between  the  main  track  and  siding,  on  sub-sills.  The  floor  of  all  platforms  to  be 
No.  3. 


474  APPENDfX. 

CAI'TLE-PENS. 

Cattle-pens  will  be  built  as  may  be  laid  out  and  in  accordance  with  the  general  plan  furnished.  The 
posts  must  be  of  white  oak,  black  locust,  or  cedar,  nine  feet  long,  8'x8".  They  must  square  not  less  than 
six  inches  if  round.  They  must  set  three  feet  in  the  ground,  and  if  of  white  oak  must  be  charred  to  one 
foot  above  ground.  They  must  be  firmly  set,  with  material  well  rammed  in  the  hole  around  them,  stand 
vertically,  and  in  true  line. 

All  the  planking  to  be  of  white  oak. 

The  gates  and  chute-doors  must  work  easily,  and  be  provided  with  fastenings  as  shown  on  plan. 

WATER   STATIONS. 

Water  stations  will  be  built  in  accordance  with  the  standard  plans  furnished,  including  : 

1.  A  water-tank  supported  on  an  octagonal  frame  and  covered  with  a  weather-boarded  roof,  which  may 
be  circular  and  flat,  or  octagonal  with  inclined  faces  as  shown  on  plan. 

2.  A  pump-house  as  shown  on  plan. 

3.  A  steam-pump  and  boiler  complete,  with  necessary  connections  and  accessories. 

4.  The  connecting  pipes  from  the  water  supply  to  the  pump  and  from  the  pump  to  the  tank. 

Where  the  elevation  of  the  water  will  be  sufficient  to  supply  it  into  the  tank  by  gravity,  the  pump- 
house,  pump,  and  boiler  will  be  omitted. 

WATER-TANK. 

The  supporting  frame  will  be  of  white  oak,  and  put  together  with  hot  coal-tar  and  lime  freely  applied 
at  all  joints  wliere  wood  touches  wood,  so  as  to  effectually  close  all  openings.  It  must  be  painted  after 
erection  with  two  good  coats  of  the  same  material. 

The  wall-plates  and  sills  will  be  bolted  together  with  |"  bolts  running  through  the  tenons  of  posts  as 
shown.  The  joists  will  be  dressed  on  top  to  a  true  level,  and  must  have  full  bearing  on  the  bottom  of  the 
tub  throughout  their  whole  length. 

The  tub  must  be  of  the  size  and  shape  shown,  of  strictly  clear,  white  pine,  staves  truly  jointed  to  the 
radial  plane.  Every  piece  of  the  bottom  to  be  in  one  length,  truly  jointed,  cut  true  to  the  proper  circle,  and 
let  in  the  staves  three  quarters  of  an  inch,  the  m   rtise  in  the  staves  being  a  full  inch  deep. 

The  hoops  to  be  of  the  best  charcoal  iron,  spaced  and  sized  as  shown,  each  hoop  being  provided  with  a 
bolt  adjustment  as  shown  in  detail,  area  of  rivets  in  splices  to  be  equal  to  that  of  the  hoop. 

The  tub  must  be  thoroughly  water-tight,  and  provided — 

1.  With  a  double-jointed,  water-tight  spout  and  valve,  properly  balanced. 

2.  With  a  discharge  pipe  and  cock. 

3.  With  a  float  and  outside  indicator  properly  marked. 

The  ,iir^-rc)(7/"  to  be  put  together  with  a  cast-iron  spider-frame  at  the  top,  and  wrought-iron  tie-ring  of 
i\''  X  2^"  angle  at  the  bottom,  weighing  fifteen  pounds  to  the  yard,  and  having  a  full  and  even  bearing  on 
top  of  the  tub,  which  must  be  dressed  level  for  that  purpose.  The  man-hole  at  the  apex  to  be  closed  with 
a  cast-iron  cover  as  shown. 

The  Pump-house  must  be  built  in  accordance  with  the  general  plan  furnished.  The  floor  to  be  No.  2  on 
sills,  except  the  space  under  and  around  the  boiler,  which  is  to  be  paved  with  brick.  The  coal-bunker  to 
be  lined  inside  with  ij-inch  plank,  and  the  roof  over  it  to  be  hinged  to  act  as  a  trap-door,  and  to  be  provided 
with  inside  hook  and  staple  fastening. 

The  roof  to  be  covered  with  shingles.  The  chimney-hole  lined  with  a  No.  16  galvanized-iron  thimble 
as  shown,  with  diameter  six  inches  larger  than  that  of  the  chimney,  well  secured  on  to  the  roof,  and  with 
water-tight  joint. 

STEAM    PUMP    AND    BOILER, 

The  capacity  of  the  pump  is  to  he  seventy-five  gallons,  at  forty  revolutions  per  minute,  with  a  pressure 
of  forty  pounds  steam  and  for  a  vertical  rise  of  one  hundred  feet. 

The  Pump  must  be  of  simple  design,  strongly  built,  and  well  finished.  It  must  have  a  three-inch 
suction  and  a  two-and-one-half-inch  discharge-opening,  and  be  provided  with  air-vessel,  check  valve, 
strainer,  boiler-feeder,  cocks,  oil-cups,  and  all  other  necessary  accessories. 

The  Boiler  must  be  of  sufficient  capacity  to  run  the  pump,  without  hard  firing,  at  sixty  revolutions  pei 
minute  with  a  pressure  of  sixty  pounds  of  steam.  It  must  be  made  of  the  best  charcoal  iron,  and  be  tested 
by  hydraulic  pressure  and  stamped  to  one  hundred  and  fifty  pounds  pressure.     It  must  be  provided  with 


APPENDIX.  475 

safety-valve,  gauge-cocks,  water  ^auye,  niaii-holes  sutficieiU  Id  lender  all  i>arls  of  the  interior  easily 
accessible  for  cleaning,  discharge-cock,  check-valve,  water-tight  aslipan,  and  all  other  necessary  accessories. 
The  chimney  must  be  sixteen  feet  long,  and  provided  with  a  spark-arrester,  damper,  and  drip-collar  over 
drum  as  shown.  The  necessary  connections  between  the  pump  and  boiler  to  be  complete.  The  material 
and  workmanship  of  the  entire  outfit  to  be  first-class  in  every  particular,  and  to  the  accceptance  of  the 
Engineer. 

PIPES. 

The  force  and  suction  pipes  must  be  of  the  best  lap-welded  wrought-iron  pipes,  tested  to  three  hundred 
pounds  per  square  inch,  hydraulic  pressure,  thoroughly  coated  with  coal-tar  and  lime  inside  and  out,  ami 
put  together  with  red  lead  at  all  the  joints.  They  must  be  carefully  laid,  not  less  than  three  feet  below  the 
surface,  on  such  grade  and  line  as  may  be  staked  out  by  the  Engineer,  with  full  bearing  under  their  entire 
length,  and  proved  water-tight  by  trial  before  they  are  covered  up. 

RESERVOIR. 

Where  water  can  be  obtained  at  a  sufficient  elevation  to  supply  the  tank  by  gravity,  reservoirs  shall  be 
built  if  required  by  the  Engineer,  and  paid  for  at  prices  bid  for  grading  and  masonry. 

COAL-PLATFORM. 

Must  be  built  in  accordance  with  plan  furnished.     The  frame  and  planking  to  be  of  white  oak. 

ENGINE-HOUSE. 

The  engine-house  must  be  built  in  accordance  with  the  plan  furnished,  the  number  of  stalls  to  be  such 
as  may  be  required. 

The  foundations  will  be  of  stone;  the  frame  will  be  of  pine,  yellow  poplar,  and  white  oak;  the  sheathing 
p.nd  weather-boarding  of  yellow  poplar  or  pine. 

The  floor  will  be  No.  2  on  sills,  and  on  a  level  with  the  top  of  rails. 

The  walls  of  the  pits  will  be  of  stone  or  brick ;  if  of  stone,  the  inside  faces  will  be  dressed  smooth.  They 
will  be  capped  with  white-oak  sleepers  as  shown,  extending  to  the  walls  ot  the  turn-table.  The  ends  of  the 
rails  on  the  sleepers  will  be  curved  up  as  shown,  and  backed  by  a  12"  x  12"  white-oak  beam  securely  bolted 
to  the  sleepers. 

The  pits  to  be  paved  with  brick,  laid  in  cement  on  a  good  bed  of  mortar.  The  pits  will  be  drained  by 
the  best  quality  of  vitrified  stoneware  pipe  ten  inches  in  diameter,  laid  carefully  in  cement  with  sufficient 
inclmation,  and  carried  as  far  as  necessary  beyond  the  building  to  secure  proper  drainage.  The  pipe  will 
connect  with  each  pit  by  an  elbow  provided  with  a  cast-iron  grating. 

The  main  rafters  of  the  roof  will  be  secured  to  the  wall-pIates  by  one-inch  drift-bolts,  and  bolted  to 
bolster  at  the  other  end  with  one-inch  bolts  through  seasoned  white-oak  keys  as  shown.  Each  purlin  to  be 
fastened  on  main  rafters  by  f"  spikes  and  supported  by  knee-blocks;  jack-rafters  must  be  spiked  to  purlins. 

Roof  to  have  a  ventilator  in  centre  as  shown,  neatly  finished  with  approved  finial.  Ventilator  and  roof 
to  be  covered  with  tin  ;  each  section  of  roof  to  be  drained  by  one  four-inch  down-spout  discharging  into 
engine-pit  through  wrought-iron  pipe-drains. 

A  smoke-funnel  of  No.  16  galvanized  iion,  and  built  in  accordance  with  detail  drawing,  nmst  be  pro- 
vided for  each  stall.  Opening  through  roof  for  the  same  to  be  properly  framed,  lined  with  a  No.  16  gal- 
vanized-iron  thimble  as  shown,  and  to  be  entirely  water-tight.  Provide  a  connection  for  a  seven-inch  stove- 
pipe in  each  funnel. 

The  doors  must  be  in  accordance  with  detail  drawings  and  provided  with  required  fastenings.  Frames 
to  be  of  clear  pine,  covered  with  best  second  common  ceiling  stuff;  end  doors  to  have  wicket-doors  with 
good  locks.     All  doors  to  fit  well,  work  easily,  and  lock  against  a  butting-post. 

Windows  to  be  box-framed,  and  fitted  with  approved  locks  and  strong  brass  hook-lifts. 

\  2i'  w,itcr-su|)ply  pipe  to  be  laid  in  position  as  shown,  and  provided  with  a  hydrant,  valve  and  hose 
attachment  as  indicated  on  plan,  for  every  two  stalls. 

TURN-TABLES. 

The  turn-tables  to  be  not  less  than  fifty  feet  in  length,  of  wrought-iron,  with  brick  or  stone  foundations, 
and  walls  laid  in  cement  and  capped  with  three  thicknesses  of  2"  pine  planks,  breaking  joints. 

The  pit  to  be  paved  with  brick  and  drained  by  a  10"  vitrified  stoneware  pijie  with  elbow  and  cast-iron 
grating,  • 


476  APPENDIX. 

The  table  to  be  well  balanced,  fitted  with  suitable  lock  and  lever,  and  equal  in  every  respect  to  those 
now  in  use  on  the  completed  part  of  the  road. 

SECTION-HOUSES. 

Section-houses  are  to  be  built  at  such  places  as  the  Engineer  may  direct,  in  accordance  with  plans  fur- 
nished. 

Foundations  to  be  of  wood.     The  walls,  partitions,  and  ceilings  to  be  ceiled  ;  brick  flues  to  be  plastered. 

Floor  to  be  No.  i.  Roof  to  be  covered  with  shingles  and  provided  with  four  three-incli  down-sjiouts, 
one  at  each  corner  of  the  main  building.  The  stairway  to  the  second  floor  to  be  fitted  with  substantial 
hand-railing,  and  to  be  ceiled  to  the  ffoor  of  the  dining-room.  Provide  a  plain  door  and  lock  for  the  closet 
underneath. 

All  windows  to  have  common  frames  with  sliding  lower  sash,  fitted  with  approved  lock  and  stnjng  brass 
hook-lifts. 

Provide  suitable  steps  for  exterior  doors. 

TOOL-HOUSES. 
Tool-houses  are  to  be  built  in  accordance  with  standard  plans  furnished,  with  wood  foundations. 
Floor  to  be  No.  2  on  sills.     Roof  to  be  covered  with  shingles.     Folding-door  as  per  detail,  fitted  with 
bolts,  bar,  and  padlock,  as  shown. 

CATTLE-GUARDS    AND   ROAD-CROSSINGS. 

Cattle-guards  and  road -crossings  must  be  built  of  white  oak,  in  accordance  with  the  standard  plans 
furnished,  and  on  solid  foundations. 

Cattle-guard  pits  must  be  well  drained,  and  the  superstructure  kept  in  true  line  and  well  up  to  grade. 

All  cattle-guards  must  connect  with  adjoining  fences  as  shown,  so  as  to  offer  an  effectual  barrier  to 
the  passage  of  all  kinds  of  stock. 

FENCING. 

The  right  of  way  must  be  fenced,  where  required  by  the  Engineer,  with  steel-barbed  wire-fencing,  made 
of  peeled  red-cedar  or  black  locust  posts,  six  inches  in  diameter,  eight  feet  long,  three  feet  in  the  ground, 
with  earth  v/ell  rammed  around  them,  standing  vertically  in  true  line,  one  rod  from  centre  to  centre  and 
joined  by  four  or  five  lines  (as  may  be  required),  of  No.  12  double  strand,  twisted,  steel-barbed  wire, 
fastened  in  approved  manner  to  each  post,  and  thoroughly  protected  from  rust  by  immersion  in  boiled  lin- 
seed-oil and  by  two  coats  of  approved  iron-clad  paint. 

TELEGRAPH    LINE. 

A  telegiaph  line  must  be  built  between  Somerset  and  Boyce's  Station  with  as  many  intermediate  sta- 
tions as  may  be  required.  The  poles  to  be  of  red  cedar  or  white  oak,  peeled  of  all  bark,  twenty-five  feet 
long,  not  less  than  five  inches  in  diameter  at  the  small  end,  four  feet  in  the  ground,  with  material  well 
rammed  in  the  holes.  They  must  set  one  hundred  and  seventy-five  feet  from  centre  to  centre,  on  a  true 
line  parallel  with  and  forty  five  feet  from  the  centre-line  of  railway.  When  of  white  oak,  the  poles  must  be 
well  charred  for  a  length  of  six  feet  from  the  butt  end. 

Wire  must  be  of  No.  9  gauge,  galvanized,  properly  spliced,  and  fastened  to  glass-capped  insulators, 
firmly  spiked  to  the  poles. 

Instruments  to  be  such  as  are  now  used  at  stations  on  the  completed  part  of  the  railway. 


CINCINNATI    SOUTHERN    RAILWAY. 

For  Buildings,  Platforms,  Waikr  Stations,  Cattle-pens,  Caitle-guards,  Road-crossings, 
Turn-tables,  Fencing,  and  Telegraph  Line. 

The  undersigned  hereby  certify  that  they  have  personally  examined  the  location  of  all  structures  to  be 
built  on  the  line  of  the  Cincinnati  Southern  Railway  to  which  they  have  annexed  prices  hereon  ;  also,  that 
they  have  carefully  exatuined  the  plans  and  diagrams  adopted  for  the  satne,  and  the  specifications  hereto 
annexed. 


APPENDIX.  477 

Having;  made  such  oxaniinatioiis.  the  undersigned  liereby  propose  to  the  Trustees  of  the  Cincinnati 
Southern  Railway  to  conipirie  any  or  all  the  structures,  and  do  all  the  work  specilied  according  to  the  plans, 
diagrams,  and  specifications  aforesaid,  and  on  the  acceptance  of  the  proposal  do  hereby  bind  themselves  to 
enter  into  and  execute  a  contract  for  all  said  work  and  structures  at  the  following  prices: 

1.  Depots: — Plan  A,  each $2450  00 

Plan  B,  each, 2145  00 

Plan  C,  each, 1842  00 

Plan  D,  each,             151 2  00 

2.  Platform: — 12  feet  wide,  per  lineal  foot, 1   50 

6  feet  wide,  per  lineal  foot i  00 

3.  Catile-pens: — Fence,  per  lineal  foot, 22 

Shutes,  each 25  25 

Gates,  each 8  00 

4.  Water  Stations  : — Tank-frame,  tank,  roof,  valve  and  spout,  complete  : — With  Hip  roof,    .         .  700  00 

With  Flat  roof,    .         .  650  00 

Pump  houses,  each, 85  00 

Steam  pump  and  boiler,  complete 700  00 

Pipe  in  place; — ij-inch,  per  lineal  foot 20 

2-inch,  per  lineal  foot,      ........  25 

2j-inch,  per  lineal  foot, 30 

3-inch.  per  lineal  foot,       ........  40 

5.  Coal-platforms,  per  lineal  foot, ,  .  5  50 

6.  Engme-houses  : — With  3  stalls,  each 2085  00 

With  4  stalls,  each, 2840  00 

With  5  stalls,  each, 345°  00 

With  6  stalls,  each 4000  00 

7.  Turn-tables,  complete,  each 2400  00 

8.  Section-houses,  each 400  00 

9.  Tool-houses,  each 75  00 

10.  Cattle-guards,  in  place,  each, 40  00 

11.  Road-crossings,  in  place,  each. 25  00 

12.  Fencing: — One  line,  per  mile,  with  4  wires 400  00 

One  line,  per  mile,  with  5  wires 450  00 

13.  Telegraph  Line: — Line,  per  mile , 80  00 

Stations,  each 45  00 

The  undersigned  further  propose  to  begin  work  within  yf/Vccw  days  from  date  hereof. 
Signed  this  26///  day  of  .lugust,  1878. 

The  foregoing  is  a  copy  of  the  Proposals  and  Prices  referred  to  i?i  the  contract  of  this  26th  day  of  August, 
1S78.  R.  O.  Huston  &  Co. 

Richard  G.  Huston. 
Thomas  O'Conner. 
John  B.  Neelv. 


NORTHERN  PACIFIC  RAILROAD  COMPANY. 

General  Specifications.* 

foundations. 

52.  Foundation-pits  shall  be  of  such  dimensions  and  excavated  to  such  depth  as  the  Engineer  in  charge 
of  the  work  may  deem  necessary  to  ensure  the  safety  and  stability  of  the  structure  to  be  erected,  and  the 

*  This  specification  was  kindly  furnished  for  publication  by  Mr.  J.  W.  Kendrick,  Chief  Engineer,  Northern  Pacific 
Railroad.  The  following  sections  have  been  omitted,  however,  as  not  distinctly  falling  within  the  scope  of  this  book  : 
Clearing  and  Grubbing,  §  i  to  g  6  ;  Grading,  §  7  to  §  34  ;  Tunnels,  §35  to  g  51  ;  First-class  Masonry,  Culvert 
Masonry,  Brick  .Arches,  Box  Culverts  and  Paving,  §  61  to  §  115  ;  Rip-rap,  Blind  Drains,  Abutment  and  Pier  Cribs, 
§  14S  to  >5  154  ;   Frame  Trestles,  Truss  Bridges,  Log  and  Timber  Culverts  and  Fences,  g  170  to  S5  236. 


478  APPENDIX. 

materials  so  excavated  shall  be  deposited  in  the  embankments,  unless  otherwise  ordered  by  the  Engineer, 
and  shall  be  considered  and  estimated  as  part  of  the  ordinary  excavation  on  the  section. 

53.  Whenever  required,  piling  or  grillages  composed  of  timber  or  plank  shall  be  introduced  as  a  part  of 
the  foundation  of  structures.  The  dimensions,  quality  and  quantity  of  all  materials  used,  and  the  manner 
in  which  the  work  shall  be  done,  will  be  subject  to  the  directions  of  the  Engineer.  Piling  will  be  paid  for 
by  the  lineal  foot,  measured  below  the  cut-off,  and  the  timber  will  be  estimated  at  the  price  that  applies  to 
timber  in  structures. 

54.  Where  piling  is  used  for  foundations,  the  piles  must  conform  to  the  specifications  under  paragraph 
165,  and  will  be  driven  to  such  depth  as  required  by  the  Engineer  to  secure  a  reliable  foundation.  Pile 
foundations  for  all  masonry  must  be  cut  off  below  low  water  mark,  so  as  to  make  a  uniform  level  support 
for  the  grillage  under  the  masonry.  In  case  a  grillage  is  used,  its  top  surface  must  be  at  least  12  inches  below 
extreme  low-water. 

55.  In  preparing  foundations  for  trestles  or  other  structures,  care  must  be  taken  to  have  the  bed  entirely 
in  excavation,  whenever  practicable,  and  to  thoroughly  tamp  and  solidify  the  soil  before  erecting  the  structure 
When  such  foundations  are  partially  upon  an  embankment,  they  must  be  constructed  of  masonry,  which 
will  be  classified  as  rubble  or  dry  rubble.     (See  paragraphs  116  to  130.) 

56.  No  allowance  will  be  made  for  pumping  or  baling,  unless  specially  provided  for  in  the  agreement. 
The  price  paid  for  excavation  and  materials  used  will  be  considered  as  full  compensation  for  the  same  com- 
pleted and  delivered  in  the  work. 

57.  The  soil  in  the  bottoms  of  foundation  trenches  for  abutments  or  retainingwalls  or  buildings  and  other 
structures  must  be  thoroughly  tamped  and  brought  to  true  and  proper  level  before  masonry  or  structure  is 
commenced. 

MASONRY. 

58.  The  kind  of  stone  to  be  used  will  be  designated  by  the  Engineer. 

59.  All  stones  must  be  sound,  free  from  seams,  sand-holes,  and  other  defects. 

60.  All  stones  must  be  laid  on  their  natural  beds. 

FIRST-CL.\SS    RUBBLE   MASONRY. 

116.  Rubble  masonry  for  retaining-walls  will  be  built  of  derrick  stone  (that  is,  stones  of  such  size  and 
weight  that  a  derrick  is  required  to  handle  them),  of  proper  size  and  thickness  for  the  dimensions  of  the 
work.  They  must  be  of  fair  shape,  and  spalled  so  that  they  will  lay  with  good  and  even  bearings  upon  the 
wall  without  the  undue  use  of  spalls  or  pinners.     Care  must  be  taken  to  secure  good  faces. 

117.  All  stones  must  be  laid  with  full  mortar  beds  and  joints.     Exposed  faces  must  be  neatly  pointed. 

118.  There  must  be  a  header  in  each  course,  not  less  than  once  in  eight  feet,  so  introduced  between  the 
course  above  and  below  as  to  make  a  thorough  bond.  The  length  of  headers  must  be  at  least  twice  the 
width  of  the  stretchers.  All  headers  must  be  at  least  four  feet  long.  When  walls  are  five  feet  or  less  in 
thickness  the  headers  must  extend  through  them. 

119.  In  general,  no  stones  less  than  12  inches  in  thickness  will  be  allowed. 

120.  The  walls  must  conform  to  the  dimensions  given  by  the  plans. 

121.  Weep-holes  must  be  left  in  the  masonry  wherever  directed  by  the  Engineer. 

122.  Copings  must  conform  to  the  dimensions  and  be  dressed  in  the  manner  shown  by  plans. 

SECOND-CLASS  RUBBLE   MASONRY. 

123.  Rubble  masonry  for  buildings,  turn-tables,  etc.,  will  be  composed  of  stones  of  proper  sizeand  thick- 
ness for  the  dimensions  of  the  work.  They  must  be  of  fair  shape,  and  spalled  so  that  they  will  lay  with  good 
and  even  bearings  in  the  wall. 

124.  All  stones  shall  be  laid  in  full  mortar  beds  and  joints.     All  exposed  faces  must  be  neatly  pointed. 

125.  All  work  must  be  thoroughly  done  and  well  bonded.  An  abundance  of  headers  must  be  introduced 
and  properly  spaced,  so  as  to  make  a  good  and  substantial  wall.  No  stone  will  be  considered  a  header  that 
does  not  extend  through  light  walls. 

126.  The  tops  of  all  walls  or  piers  will  be  fmished  to  a  true  level  surface  with  stones,  the  width  of  which 
is  equal  to  the  thickness  of  the  wall. 

127.  No  stones  less  than  six  inches  in  thickness  are  to  be  used  ;  and  generally  the  thickness  must  not  be 
less  than  ten  inches. 

128.  The  walls  must  conform  to  the  dimensions  given  on  the  plans,  or  must  be  built  according  to  the 
instructions  of  the  Engineer. 


APPENDIX.  479 

129.  Water-tables  and  pedestal-stones  must  confcjini  lo  the  dimensions  given  on  the  plans,  and  must  be 
dressed  as  shown  therein.  They  must  be  accurately  set  on  a  bed  of  mortar  by  beinj;  tamped  to  place  to  the 
lines  and  levels  shown  on  the  plans  or  given  by  the  Engineer, 

DRV    RUBBLE  MASONRY. 

130.  Dry  rubble  masonry  will  be  built  according  to  the  specifications  for  second-class  rubble  masonry, 
except  that  mortar  will  not  be  used. 

TANK    FOUNDATIONS. 

131.  Masonry  for  foundations  of  water-tanks  will  be  broken  range.  Continuous  courses  will  not  be  re- 
quired. 

132.  No  course  shall  be  less  than  12  inches  in  thickness. 

133.  Stones  must  have  beds  at  least  one  and  one-half  times  their  thickness,  and  must  be  dressed  on  the 
upper  and  lower  beds  to  three  fourths  of  an  inch. 

134.  All  stones  must  be  laid  in  full  mortar  beds  and  joints.     Exposed  faces  must  be  neatly  pointed. 
'35-   In  general,  every  third  stone  in  each  course  must  be  a  header,  and  shall  extend  through  the  wall. 

136.  No  spalls  will  be  allowed,  except  in  small  vertical  openings  between  stretchers, 

MORTAR. 

137.  When  mortar  is  made  with  American  cement  it  is  to  be  composed  of  one  part  of  cement  to  two 
parts  of  clean,  coarse,  sharp  sand,  thoroughly  mixed  while  dry,  wet  to  the  proper  consistency,  and  thoroughly 
worked. 

138.  It  must  be  made  on  clean  plank  beds,  and  in  small  quantities,  as  required  for  use. 

139.  When  made  of  imported  cement  it  shall  be  composed  of  one  part  of  cement  to  four  parts  of  clean, 
sharp  sand,  or  otherwise,  as  the  Engineer  may  direct.     It  shall  be  mi.xed,  wet,  and  worked  as  above  specified. 

140.  Pointing  Mortar  shall  be  made  of  equal  measures  of  cement  and  clean,  sharp,  and  fine  sand, 
thoroughly  mi.xed  while  dry,  and  wet  to  the  proper  consistency. 

concrete  "  A." 

141.  Will  be  made  as  follows  :  The  ingredients  must  be  hydraulic  cement  of  the  best  quality,  clean,  coarse, 
sharp  sand  and  broken  stone,  any  piece  of  which  shall  pass  through  a  two-and-one-balf-inch  ring. 

142.  These  ingredients  will  be  used  in  the  proportion  of  one  part  American  cement,  two  and  one  half 
parts  sand,  and  five  parts  broken  stone.  The  sand  and  cement  must  be  thoroughly  mixed  on  clean  plank 
beds  while  dry,  then  wet  to  the  proper  consistency,  and  worked.  The  broken  stone  must  then  be  worked 
into  the  mortar  until  every  piece  is  covered.  Wheel  to  pit  and  place  in  layers,  tamping  lightly  until  the 
water  flushes  to  the  surface.     Finish  all  top  surfaces  level. 

143.  If  imported  cement  is  used  the  ingredients  will  be  in  the  following  proportions:  One  part  cement, 
four  parts  sand,  six  parts  broken  stone,  as  above  specified. 

144.  The  proportions  of  these  ingredients  may  be  changed  at  the  discretion  of  the  Engineer. 

145.  When  Concrete  "  A  "  is  used  in  wet  pits  the  water  must  be  excluded  by  the  use  of  canvas,  side 
moulds  of  timber,  or  otherwise,  until  the  cement  has  set. 

concrete  "  B." 

146.  The  ingredients  for  the  mortar  are  to  be  the  same  as  designated  for  Concrete  "  A."  The  mortar  is 
to  be  deposited  in  layers.  Stones  of  miscellaneous  sizes  are  then  to  be  thrown  in  and  rammed  until  entirely 
surrounded  by  mortar. 

147.  The  top  surface  must  be  finished  level  at  the  proper  height. 

WELI.S. 

155.  Wells  for  water  stations  will  be  16  feet  in  diameter  inside  of  the  curb,  which  will  usually  be  16 
inches  in  thickness. 

156.  Wells  will  be  curbed  with  rubble  masonry,  laid  in  mortar  (see  paragraph  123  et  scq.),  or  with  hard, 
well-burned  bricks,  laid  in  cement  mortar.     (See  paragraph  137.) 

157.  Wells  for  depots  and  sectic^n  houses  must  be  three  feet  in  diameter,  inside  of  the  curb,  which  will 
usually  be  twelve  inches  thick,  and  composed  of  dry  rubble  masonry.     (See  paragraph  136.) 


48o  APPENDIX. 

15S.  Coiuraclijrs  must  provide  siphon  or  suitable-  pumps  for  use  wliile  digging  wells.  The  use  of  the 
company's  pumps  for  this  purpose  will  not  be  permitted.  • 

TIMBER  STRUCTURES. 

159.  The  timber  used  for  structures  must,  be  cut  from  some  suitable  wood,  approved  by  the  Engineer. 
The  varieties  which  will  commonly  be  used  are  white  oak,  white  pine,  Norway  pine,  red  and  yellow  tir.  All 
timber  must  be  sawn  square  and  be  of  proper  dimensions,  free  from  large  wanes,  shakes,  rot,  large  and 
unsound  knots,  or  any  defects  which  will  impair  its  strength  and  durability.  The  use  for  which  the  timber 
is  intended  will  be  taken  into  consideration,  and  especial  pains  must  be  taken  to  reject  and  exclude  all  im- 
perfect sticks  which  in  use  will  be  required  to  sustain  considerable  loads.  This  applies  to  caps,  posts, 
stringers,  bridge-chords,  joists,  etc. 

160.  The  structures  must  be  built  in  strict  accordance  with  the  standard  plans. 

161.  All  pile  and  timber  ends,  chips  and  rubbish,  shall  be  burned  or  otherwise  disposed  of  as  the  Engi- 
neer may  direct. 

162.  All  structures  must  be  left  in  perfect  line  and  surface  at  the  conclusion  of  the  work. 

PILES. 

163.  Piles  will  be  of  fir,  oak,  tamarac,  or  other  suitable  wood  as  designated  by  the  Engineer.  They  must 
be  made  from  sound,  live,  thrifty,  and  reasonably  straight  trees;  must  be  free  from  wanes,  shakes,  rotten 
knots,  and  any  indication  of  decay.  They  must  not  be  less  than  nine  (9)  nor  more  than  twelve  (12J  inches 
in  diameter  at  the  small  end,  and  not  less  than  fourteen  (14)  nor  more  than  twenty-two  (22)  inches  in 
diameter  at  the  large  end.     They  must  be  cleared  of  bark  their  entire  length  before  they  are  inspected. 

164.  Piles  must  be  delivered  by  the  track  or  roadbed  at  convenient  points,  which  must  be  situated  not 
less  than  three  nor  more  than  twelve  feet  above  the  track  or  grade  of  roadbed.  They  must  be  piled  not 
less  than  10  nor  more  than  30  feet  from  the  track,  on  skids  of  sufficient  size  to  keep  them  well  up  from  the 
ground. 

165.  Piles  for  bridges  and  structures  generally  must  be  driven  until  the  fall  of  a  hammer  weighing  1800 
pounds  for  a  distance  of  25  feet,  or  an  equivalent  blow,  causes  penetration  not  to  exceed  one  inch,  or  other- 
wise as  prescribed  by  the  Engineer.  When  in  the  judgment  of  the  Engineer  the  ground  is  so  hard  that 
piles  cannot  properly  be  driven,  frame  bents  will  be  used. 

166.  When  necessary,  piles  will  be  shod  with  iron. 

167.  When  necessary  to  drive  to  a  great  depth,  and  piles  of  adequate  length  cannot  be  obtained,  one 
shall  be  spliced  upon  the  top  of  another.  The  first  pile  having  been  driven  as  far  as  practicable,  it  must  be 
cut  off  squarely  to  receive  the  following  pile,  which  must  also  be  squared  and  set  on  top  of  the  one  already 
driven.  The  piles  are  then  to  be  squared  on  four  sides  and  fastened  together  by  spiking  on  pieces  of  scant- 
ling. 

168.  Piles  will  be  paid  for  by  the  lineal  foot,  for  the  part  below  the  cut-off.  Timber  will  be  paid  for 
according  to  the  number  of  feet  B.  M.  in  the  finished  structure. 

169.  The  Engineer  may  require  the  Contractor  to  build  the  necessary  false-work  to  cross  streams  or 
gulches  where  more  permanent  bridges  are  to  be  afterwards  built,  in  order  to  proceed  with  track-laying, 
surfacing,  and  transportation  of  materials  for  work  beyond.  Such  false-work  will  be  paid  for  at  the  contract 
price  for  pile  or  trestle  work. 

BUILDINGS. 

237.  All  buildings  must  be  constructed  according  to  the  standard  plans. 

238.  Excavations. — Grading  for  building  sites,  excavating  for  cellars,  trenches,  foundations,  etc.,  must 
be  done  in  accordance  with  the  plans  and  the  directions  of  the  Engineer  and  will  be  paid  for  by  the  cubic 
yard,  under  the  classification  of  and  at  the  prices  that  apply  to  grading.  The  price  paid  for  excavation  of 
trenches  for  water-pipes  and  drains  will  include  the  back  filling  of  the  same,  for  which  no  allowance  shall 
be  made. 

239.  Drains. — Drains  will  usually  be  of  first  quality  of  vitrified  tile,  with  the  dimensions  shown  by  the 
standard  plans.  They  must  be  carefully  laid  on  a  true  grade,  with  a  fall  of  at  least  one  inch  in  50  feet,  and 
more  if  the  elevation  of  the  outlet  will  permit.  They  must  be  jointed  with  hydraulic  cement,  and  must  be 
scraped  smooth  inside  as  laid.  They  must  be  provided  with  all  necessary  traps,  bends,  atid  connections,  and 
be  left  in  perfect  working  order. 

240.  Foundation-w.-vlls. —  Foundation-walls  will  generally  be  classified  under  the  head  of  second-class 


APPENDIX.  4S1 

rubble  masonry  (see  paragraph   129),  laid  with  cement  mortar,   liydraulic  lime  mortar,  or   lime  mortar,  as 
directed  6y  the  Engineer. 

241.  Brick-work. — Bricks  used  in  buildings  must  be  of  standard  size,  well  an<l  neatly  moulded  and 
thoroughly  burned.  Care  must  be  taken  to  exclude  salmon  brick,  or  bricks  which  are  imperfectly  burned. 
The  stock  of  bricks  must  be  assorted,  and  those  of  perfect  shape,  quality,  and  nnifnrm  color  must  be  used  in 
face  of  wall. 

242.  Bricks  for  paving  and  other  special  purposes  must  be  selected  with  especial  reference  tn  the  pur- 
pose for  which  they  are  intended  to  be  used. 

243.  All  bricks  must  be  thoroughly  wet  before  laying. 

244.  In  general,  bricks  in  the  walls  of  buildings  above  the  water-table,  boiler-settings,  and  chimneys  will 
be  laid  in  lime  mortar.     (See  paragraph  258.) 

245.  Bricks  in  pits  or  foundations,  below  the  elevation  of  the  water-table,  and  not  exposed  to  an  undue 
amount  of  moisture,  will  be  laid  in  hydraulic  lime  mortar.     (See  paragraph  259.) 

246.  Bricks  for  floor  arches  and  other  masonry  which  is  exposed  to  water  will  be  laid  in  cement  mortar. 
(See  paragraph  260.) 

247.  Bricks  in  walls  will  generally  be  laid  in  common  bond  ;  five  stretcher  courses  to  one  header  course. 
The  Engineer  may  require  a  more  thorough  bond  when  he  deems  it  necessary. 

248.  All  bricks  must  be  laid  in  full  mortar  beds  and  all  joints  must  be  completely  filled. 

249.  Particular  care  must  be  taken  to  secure  straight,  level  bed-joints  of  moderate  uniform  thickness. 
All  joints  must  be  cut  and  struck  as  the  work  proceeds. 

250.  Arches  must  be  turned  upon  proper  and  substantial  centres,  which  should  be  slacked  away  as  soon 
as  the  mortar  has  set. 

251.  Hollow  walls  must  be  tied  together  every  fifth  course  with  bricks  not  over  three  feet  apart.  Care 
must  be  taken  to  leave  air-vents  in  such  cases. 

252.  Anchors,  hinge-castings,  lookouts,  nailing-strips,  etc.,  must  be  properly  and  neatly  jointed  into  the 
brick-work. 

253.  Where  the  interior  01  brick  walls  is  to  be  lathed  and  plastered,  build  in  a  lath  to  which  to  nail 
furring-strip  every  fifth  joint. 

254.  Scaffolding  must  be  furnished  by  the  Contracter,  and  must  be  thoroughly  and  strongly  built. 

255.  Brick  paving  will  be  understood  to  be  bricks  set  on  edge,  bedded  in  cement  mortar  and  grouted. 

256.  Chimney  flues  will  be  constructed  as  shown  by  the  plans.  Especial  pains  must  be  taken  to  secure 
full  mortar  joints.     They  must  be  thoroughly  plastered  on  the  inside  and  trowelled  to  a  smooth  finish. 

257.  Thimbles  must  be  provided  as  shown  by  the  plans. 

25S.  Mortar.— Lime  mortar  will  be  composed  of  fresh  lime  and  sand,  in  the  proportion  of  one  part  of 
the  former  to  about  four  of  the  latter.  The  proportions  of  lime  and  sand  may  be  varied  to  suit  the  nature 
of  the  lime  used,  and  the  product  must  in  all  cases  be  satisfactory  to  the   Engineer. 

259.  Hydraulic  lime-mortar  will  be  composed  of  one  part  of  hydraulic  cement,  two  parts  of  lime,  and 
six  parts  of  sand.  The  cement  must  be  thoroughly  mixed  with  three  parts  of  sand  in  a  dry  state.  The 
slacked  lime  must  then  be  added  gradually,  the  remaining  five  parts  of  sand  worked  into  the  mortar  thus 
formed,  and  the  whole  mass  worked  to  the  proper  condition  for  use. 

260.  Cement  mortar  will  be  made  of  hydraulic  cement  and  sand,  in  the  proportion  of  one  part  of  cement 
to  three  parts  of  sand.  These  ingredients  must  be  measured.  They  must  be  thoroughly  mixed  while  dry, 
and  then  wet  and  worked  to  the  proper  consistency. 

261.  The  proportion  of  ingredients  as  mentioned  above  may  be  changed  by  the  orde,  of  the  Engineer,  if 
the  mortar  thus  made  is  not  satisfactory  to  him. 

262.  All  mortar  will  be  made  in  small  quantities,  as  required  for  use,  and  none  shall  be  used  after  it  has 
commenced  to  set. 

263.  Cement  and  lime  not  required  for  immediate  use  must  be  protected  from  moisture  ;  and  any  de- 
terioration in  its  quality  from  this  cause,  and  loss  resulting  therefrom,  will  be  charged  to  the  Contractor. 

264.  Clean,  sharp  sand,  thoroughly  screened,  shall  be  furnished  for  all  work. 

265.  Fresh  water  must  be  used  for  making  mortar,  and  all  mortar  must  be  prepared  on  clean  plank- 
beds. 

266.  Pl.\STER.— .\11  lime  for  the  rough  coat  shall  be  the  best  white  lime,  thoroughly  slacked,  strained 
through  a  sieve,  mixed  with  coarse,  sharp,  clean  sand,  and  plenty  of  properly  picked  winter  hair. 

267.  The  first  coat  of  plaster  must  extend  behind  wainscoting,  if  any,  through  the  floor,  and  must  fill 
out  all  spaces  between  frames  of  timber,  etc.  After  the  first  coat  has  dried,  put  nn  hard  finish  and  trowel  to 
a  true  and  glossy  surface. 

268.  After  carpenters  are  through,  plasterers  rau.st  patch  up  all  defects. 


482  APPENDIX. 

269.  Timi;en. — Timber  must  be  sound,  free  fniin  wanes,  shakes,  and  large,  black,  or  unsound  knots.  It 
must  be  of  the  quality  specified  by  the  standard  plans,  and  when  this  specification  does  not  agree  with  the 
grades  of  the  local  markets,  it  will  be  understood  that  it  must  be  suitable  for  the  purpose  for  which  it  is  in- 
tended. 

270.  All  timber  will  be  subject  to  the  inspection  and  acceptance  of  the  Engineer. 

271.  Timber  having  defects  which  impair  its  strength  must  be  e.xcluded  from  all  work  where  it  will  be 
subjected  to  a  considerable  load. 

272.  Where  sizes  are  given  they  will  be  understood  to  mean  the  dimensions  of  the  timber  as  it  comes 
from  the  saw,  without  reference  to  the  diminution  in  size  caused  by  dressing,  unless  an  exception  is  noted 
upon  the  plans. 

273.  All  timber  and  workmanship  is  subject  to  inspection  before  and  after  it  is  put  into  the  work,  and 
the  Engineer  may  order  any  part  of  the  structure,  which  in  material  or  workmanship  does  not  correspond 
with  the  terms  of  these  specifications,  removed,  and  substitution  made  in  proper  manner,  at  the  e.xpense  of 
the  Contractor. 

274.  Mill-work. — All  material  used  for  making  window-sash,  frames,  and  work  of  this  description, 
must  be  made  of  first-quality  white  pine,  excepting  such  portions  of  window  or  other  frames  as  will  not  be 
exposed,  which  may  be  of  common  lumber. 

275.  All  timber  used  for  these  purposes  must  be  thoroughly  dried  and  seasoned.  All  inferior  finish 
shall  be  kiln-dried  lumber,  free  from  imperfections.  Stair-railings,  balusters,  treads,  risers,  stringers, 
mouldings,  and  wainscotings  must  be  made  of  material  specified  by  the  plans. 

276.  All  finish  shall  be  put  up  in  the  best  manner,  smoothed  by  hand,  atid  left  free  from  machine  and 
tool  marks. 

277.  Unless  especially  agreed  to  the  contrary,  it  will  be  understood  that  interior  wood-work  is  to  be 
painted,  unless  finish  is  hard  wood,  in  which  case  it  shall  be  filled  with  oil,  rubbed  and  finished  with  a  hard 
finish. 

278.  When  not  otherwise  specified,  all  sash  will  be  glazed  with  second-quality  American  glass,  S.  S. 

279.  Contractor  must  properly  protect  all  frames,  sash,  and  doors,  not  used  immediately,  from  the  action 
of  the  rain  and  sun.  All  mill-work,  except  such  as  is  required  for  inside  work,  and  mouldings  shall  receive 
one  priming-coat  before  shipping.  This  will  not  apply  to  the  frames  shipped  knocked  down,  which  will 
receive  their  priming-coat  after  they  are  fastened  together  and  before  they  are  put  into  the  work. 

280.  All  door  and  window  frames  must  be  carefully  squared  before  they  are  put  into  the  work,  and 
stayed  to  keep  them  in  proper  position. 

281.  Iron. —  Castings  must  be  made  of  the  best  quality  of  tough  gray  iron,  neatly  moulded,  free  from 
sand-holes,  flaws,  or  other  imperfections.  Particular  care  must  be  taken,  especially  in  chord-work,  to  have 
the  holes  required  by  rods,  bolts,  etc.,  large  enough  to  admit  these  without  battering  the  threads. 

282.  Rod-iron  must  be  of  good  quality  of  merchant-iron.  If  an  enlargement  of  the  diameter  of  the  rods 
for  screw-ends  is  called  for,  such  enlargement  is  to  be  secured  by  upsetting,  not  by  welding.  An  exception 
may  be  made  in  the  case  of  suspension-rods  for  large  doors  and  other  work  in  which  the  rods  are  not  sub- 
jected to  considerable  strain. 

283.  All  turn-buckles  and  other  forged  work  to  be  well  and  neatly  made. 

284.  Carpenter-work. — All  framing  is  to  be  done  in  a  neat  and  workmanlike  manner,  to  give  close 
joints,  and  thoroughly  nailed  and  spiked.  All  joists  and  studding  must  be  sized.  Studding  must  be 
doubled  around  openings,  with  double  headers  and  trusses  above  openings.  All  corners  and  angles  must 
be  made  solid. 

285.  Joists  must  be  stiffened  by  bridging  cut  in  at  proper  intervals. 

286.  Roof-boards  must  be  nailed  to  rafters  at  every  intersection,  to  avoid  warping  and  injury  to  the 
roof-covering. 

2S7.  Buildings  which  are  to  be  plastered  will  be  lathed  with  best  dry  pine  lath.  Laths  will  break  joints 
every  fifth  lath,  and  shall  be  nailed  with  threepenny  coarse  lath-nails,  leaving  a  three-eighths-inch  crack. 
No  vertical  laths  shall  be  put  on  for  the  purpose  of  piecing  out. 

288.  In  case  of  the  omission  of  any  essential  parts  upon  the  plans,  such  omissions  must  be  supplied  in 
workmanlike  manner;  and  flimsy,  shiftless  work  will  not  be  permitted. 

289.  Matched  flooring  must  be  blind-nailed,  and  smoothed  by  hand. 

290.  Siding  will  be  firmly  nailed  to  each  stud.  Drop-siding  and  clapboards  must  be  neatly  jointed  and 
blind-nailed. 

291.  Where  floors  are  double,  a  layer  of  No.  2  roofing-felt  must  be  put  in  between  upper  and  lower 
courses. 

292.  The  top  floor  must  not  be  laid  before  the  plastering  is  finished. 


APPENDIX.  4S3 

293.  The  building  must  be  cleared  of  all  rubbish,  and  swepl  before  it  is  plastered.  All  refuse,  chips 
shavings,  etc.,  must  be  collected  and  disposed  of  by  burning  or  otherwise  ;  and  the  interior  of  the  building, 
as  well  as  the  grounds  around  it,  must  be  left  free  from  all  litter. 

294.  Hardware,  locks,  knobs,  window-fastenings,  etc.,  are  to  be  neatly  put  into  place,  and  must  be  of 
suitable  quality  and  satisfactory  to  the  Engineer. 

295.  P.\INTING. — All  woodwork  that  is  exposed  to  the  weather  (excepting  rough  work)  shall  recei\e 
priming  coat  and  two  finishing  coats,  in  colors  corresponding  to  the  Company's  standard. 

296.  Body-work  will  be  linislied  in  dark  red.  Trimmings  and  sashes  in  dark  green.  Doors  will  bo 
finished  in  solid  body  colors.     No  trimming  paint  on  panels. 

297.  All  knot-holes  and  cracks  must  be  puttied,  and  knots  or  pitchy  places  filled  with  shellac  before 
painting. 

298.  Interior  work  must  be  finished  with  two  coats  of  paint ;  standard  colors. 

299.  Shingle  roofs  will  be  finished  with  two  coats  of  paint ;  standard  colors. 

\VATF.R-T.-\NK.S. 

300.  Water-tanks  are  to  be  built  according  to  the  standard  plans.  Posts  must  be  cut  to  the  proper 
height,  and  sized  to  receive  cast-iron  caps.  Caps  must  be  sized  to  fit  the  casting.  Timber  caps  should  be 
bored  to  receive  dowel. 

301.  Joists  must  be  sized  on  the  edges,  and  framed  into  the  headers.  The  upper  half  of  the  joist  should 
be  left  on  and  cut  made  in  the  header  to  receive  it.     Cut  in  double  bridging  over  caps. 

302.  Lay  tub-joists  on  top  of  level  floor  at  right  angles  to  grain.  Joists  to  be  sized  on  both  edges,  and 
to  have  ends  cut  circular  one  and  one-half  inches  inside  of  staves  of  tub. 

303.  The  edges  of  bottom  planks  are  to  be  accurately  jointed,  to  insure  perfect  contact,  and  be  well 
clamped  and  cut  to  proper  circle,  two  and  one-half  inches  larger  than  small  joists. 

304.  The  floor  must  be  well  dowelled,  and  joints  white-leaded. 

305.  Staves  are  to  be  carefully  jointed,  to  secure  perfect  contact,  and  should  be  put  together  with  white- 
lead  joints,  and  three  tiers  of  dowels.  The  chime  is  to  be  accurately  fitted  to  the  bottom.  Staves  are  to 
be  surfaced  on  both  sides. 

306.  Put  on  the  third  band  first;  then  commence  at  the  bottom  and  put  the  bands  in  regular  order. 
Divide  the  lugs  equally  around  the  tub  and  screw  up  to  fair  bearing. 

307.  Bands  must  be  watched  when  filling  tub  to  prevent  breaking  on  account  of  swelling  of  timber. 
30S.   Ceil  as  shown  by  plan.     Dap  all  ceiling-joists  one-half  inch  down  on  edge  of  tank. 

309.  Joists  on  track  side  to  be  left  long  enough  for  platform  to  carry  pipe  standard  and  to  come  out 
flush  with  outlet  pipe  on  each  side  of  pipe  to  receive  weights. 

310.  Valve  to  be  so  placed  that  bolt-holes  will  take  in  two  centre  planks  and  have  one-eighth-inch 
rubber  gasket  under  it.  The  in-take  pipe  is  to  be  extended  up  within  six  inches  of  the  top  of  the  tub,  and 
to  have  a  T-nipple  and  gate-valve,  with  long  stem  provided  with  T-angle  above  ceiling.  Gate-valve  to 
be  close  to  bottom  of  tank. 

311.  Construct  air-spaces  carefully  in  accordance  with  the  jdans.  Leave  a  two-by-four  opening  on  the 
south  side,  provided  with  three  doors,  the  outer  one  to  be  hinged. 

312.  Sheeting  and  battens  must  be  in  accordance  with  the  plans. 

313.  Provide  inside  and  outside  ladders  as  shown  by  the  plans. 

PUIIP-HOU.SES. 

314.  Particular  attention  must  be  paid  to  the  location  of  pump-houses,  so  that  it  will  be  convenient 
to  supply  them  with  fuel  from  the  cars.     They  will  be  built  in  accordance  with  the  standard  plans. 

W.ATER-PIPES. 

315.  All  wrought-iron  pipes  with  screw  ends  must  be  laid  on  true  grade  so  that  they  can  be  thoroughly 
drained.  Threads  must  be  treated  with  reil  lead  before  uniting.  They  must  be  screwed  together  as  far  as 
practicable. 

CAST-IRON    PIPES. 

316.  Cast-iron  pipes  must  be  laid  on  true  grade  so  that  they  can  be  thoroughly  drained.  All  changes 
in  direction  are  to  be  made  with  curved  pipes,  and  connection  with  proper  branches  delivering  in  direction 
of  drainage. 


484  APPENDIX. 

317.  Joints  in  cast-iron  pipes  shall  be  made  by  calking  in  hemp  packing;,  and  shall  then  be  run  with 
molten  lead  and  thoroughly  calked. 

31S.  Joints  of  lead  pipe  with  iron  pipe  shall  be  made  by  calking  in  a  brass  ferrule  and  making  connec- 
tion between  lead  pipe  and  ferrule  by  a  wiped  joint. 

319.  Joints  between  lead  pipes  must  be  wiped. 

MATERIAL. 

320.  Unless  otherwise  provided,  it  will  be  understood  that  the  Railroad  Company  is  to  furnish  to  the 
Contractor  all  the  material  required  for  track,  bridges,  and  buildings,  with  the  exceptions  hereafter  noted, 
on  board  cars  at  point  of  divergence  from  the  main  line  of  the  branch  railroad  to  be  constructed,  or  at 
points  along  the  line  of  road  to  be  constructed,  but  not  necessarily  alongside  the  roadbed;  or,  in  the  case 
of  buildings  and  structures  erected  under  contract,  upon  lines  already  constructed,  delivery  will  be  made  on 
board  cars  at  the  site  of  such  buildings  or  structures,  or  as  near  as  practicable  thereto. 

321.  The  exceptions  above  referred  to  are  the  stone  for  rubble  masonry, — and  other  masonry,  unless 
otherwise  specified  in  the  contract, — gravel,  concrete  stone  and  sand  for  mortar,  etc.,  logs  for  log  culverts 
and  log  crib-work,  all  of  which  will  be  furnished  by  the  Contractor,  unless  otherwise  specified  by  the  Con- 
tract. 

322.  The  Contractor  will  be  required  to  receive  and  receipt  for  all  material  immediately  on  arrival,  and 
will  thereafter  be  held  responsible  for  its  safe  keeping  until  its  incorporation  in  the  work.  Storehouses  or 
other  structures  required  to  shelter  the  material  will  be  provided  by  the  Contractor  at  his  own  expense,  and 
the  material  of  the  Railroad  Company  will  not  be  used  for  this  or  any  purpose  other  than  that  for  which  it 
is  intended. 

323.  The  Contractor  will  be  required  to  handle  all  material  at  his  own  expense,  including  unloading  and 
loading  in  cars,  and  all  material  must  be  unloaded  from  cars  within  tliree  days  after  its  arrival,  unless 
special  authority  to  the  contrary  is  given  by  the  Engineer. 

324.  Whenever  cross-ties,  piles,  timber  or  other  material  is  delivered  along  the  line  of  the  road,  the 
Contractors  must  do  the  hauling  required  to  put  it  in  place,  including  loading  in  cars  when  necessary. 

TRAIN    SERVICE. 

325.  The  Railroad  Company  will  furnish  the  necessary  engines,  cars  (except  iron  cars),  and  train  crews 
required  for  the  work  of  track  laying,  ballasting,  and  hauling  of  material,  but  the  amount  and  kind  to  be 
furnished  will  be  at  the  discretion  of  the  Railroad  Company.  The  train  service  will  be  controlled  by  the 
Engineer  or  such  person  as  he  may  designate. 

GENERAL. 

326.  It  is  distinctly  understood  that  the  quantities  of  work  estimated  are  approximate  onlj',  and  the 
Railroad  Company  reserves  the  right  to  have  built  only  such  kinds  and  quantities,  and  according  to  such 
plans,  as  the  nature  or  economy  of  the  work,  in  the  opinion  of  the  Engineer,  may  require. 

327.  The  Contractor,  at  his  own  cost,  must  provide  all  wagon-roads  to  reach  and  carry  on  the  work  ;  he 
must  also  provide  all  tools  of  every  description,  and  all  supplies  required  for  the  prosecution  of  the  work. 

328.  Any  omission  to  disapprove  of  work  at  the  time  of  making  any  monthly  or  other  estimate  will  not 
be  construed  as  an  acceptance  of  any  defective  work,  and  the  Contractor  must  remove  and  rebuild,  or  make 
good  at  his  own  cost,  any  work  which  the  Engineer  may  consider  to  be  defectively  executed. 

329.  It  is  expressly  understood  that  all  work  of  any  character,  performed  for  the  Railroad  Com  pan)', 
under  these  specifications,  must  be  satisfactory  to  the  Engineer  in  charge  of  the  work,  and  to  the  Chief 
Engineer. 

330.  The  price  paid  for  buildings,  water-tanks,  turn-tables,  depots,  section  houses,  and  other  standard 
structures,  will  be  held  to  include  the  foundations,  according  to  these  plans;  and  it  will  be  understood  that 
the  specifications  for  concrete,  rubble  masonry,  etc.,  and  the  prices  which  govern  such  work,  are  intended  to 
cover  additional  work  of  the  same  character  which  may  be  required,  and  is  not  shown  upon  the  plans. 


INDEX. 


Acambaro,  Mexico  : 

Depot,  Passenger,*  329 
Alabama  Great  Southern  Railroad  : 

Depot,  Passenger,  Eutaw,  Ala.,  334 

Passenger,  Fort  Payne,  Ala.,*  307-309 
Local  Passenger,  Specifications  for.  Fort  Payne, 
Ala.,  465 

Engine-house,*  192 
Alleghany  Valley  Railroad  : 

Watchman's  Shanty,  3 
Allen  Lane,  Pa.: 

Depot,  Passenger,  P.,  G.  &  C.  H.  R.  R.,*  296,  297 
AUenlown,  Pa.: 

Platform-shed  for  Passenger  Depot,  L.  V.  R.  R.,* 
242 
Altoona,  Pa.: 

Coaling  Platform,  P.  R.  R.,  148 

Oil-mixing  House,   P.  R.  R.,*  99.  100 
Ann  Arbor,  Mich.: 

Depot,  Passenger,  M.  C.  R.  R.,*  303 
Ardmore,  Pa.  : 

Depot,  Passenger,  P.  R.  R.,*  315,  316 
Ash-conveyor  : 

P.  &  R.  R.  R.,   Port  Richmond,  Philadelphia,  Pa., 

59 
Ashland,  Wis.: 

Engine-house,  W.  C.  R.  R.,*  195,  196 
Ashpits  : 

A.,  T.  &  S.  F.  R.  R.,  Standard,*  56 

C,  B.  &  Q.  R.  R.,  Aurora,  111.,*  57,  5S 

C,  W.  &  B.  R.  R.,  Ashpit  Cinder-loading  Plant,  59 

General  Remarks,*  51-55 

K.  C,  St.  J.  &  C.  B.  R.  R.,  53 

L.  &  S.  R.  R.,*  59 

L.  V.  R.  R.,  Packerton,  Pa.,*  57 

K.  P.  R.  R.,  Heron,  Mont.,*  56,  57 

P.  &  R.  R.  R.,  Ash-conveyor,  Port  Richmond,  Phil 
adelphia.  Pa.,  59 

S.,  F.  &  W.  R.  R.,  Rail-chair,*  5S 
Atchison,  Kan.': 

Depot,  Union  Passenger,  372,  373 
Atchison,  Topeka  &  Santa  Fe  Railroad  : 

Ashpit,  Standard,*  56 

Coal-chute,*  153,  154 

Depot,  Passenger,  Galesburg,  111.,*  330 
Passenger,  Wichita,  Kan.,*  331 

Dwelling-hojse,*  27 

G.,  C.  &  S.  F.  R.  R.,  q.v. 


Atchison,  Topeka  &  Santa  Fe  Railroad — Continued. 

Ice-house,  I50o-lon,  Nickerson,  Kan.,*  68,  69 

Sand-house,*  75 

Section  House,*  iS 

Signal-tower,  One-legged,  Chicago,  III.,*  44 

Tool-house,  Standard,  10 

Water-tank,  Standard,  16  ft.  X  24  ft..  Circular,  124 
Atlanta,  Ga.  : 

Depot,  Passenger,  E.  T.,  V.  &  G.  R.  R.,  315 
Atlantic  City,  N.  J.: 

Depot,  Passenger,  P.  &  R.  R.  R.,  387 

Platform-sheds,  P.  &  R.  R.  R.,*  242 
Atlantic  Coast  Line  : 

Depot, Terminal  Passenger,  Richmond, Va., 366-368 
Auburndale,  Mass.  : 

Depot,  Passenger,  B.  &  A.  R.  R  ,*  324 
Aurora,  111.: 

Ashpit,  C,  B.  &  Q.  R.  R.,*  57,  58 

Coaling  Station,  Overhead,  C,  B.  &  Q.  R.  R.,  156 

Oil-mixing  House,  C,  B.  &  Q.  R.  R.,  *  95,  96 

Baker  Park,  Minn.: 

Depots,     Twin     Passenger,     Desrover    and     Baker 
Parks,  C.,M.  &  St.  P.  R.  R.,*  328 
Baltimore,  Md.: 

Depot,  Terminal  Passenger,   Charles  Street,   P.   R. 

R-  *  377-379 
Engine-house  and  Car-shop  Rotunda,  Mt.  Clare,   B. 

&  O.  R.  R.,  201 
Oil-mixing  House,  B.  &  O.R.  R.,  98,  gg 
Baltimore  &  Ohio  Railroad: 
Coal  chutes,  148,  149 
Engine-house   and    Car-shop    Rotunda,   Mt.    Clare, 

Bakiinore,  Md.,  201 
Oil-mixing  House,  Mt.  Clare  Shops,  Baltimore,  Md., 

gS,  99 
Train-shed,  Passenger,  Pittsburg,  Pa.,  421 
Bates  City,  Mo. : 

Depot,  Passenger,  318 
Battle  Creek,  Mich.: 

Depot,  Passenger,  M.  C.  R.  R.,*  304,  305 
Bay  City,  Mich. : 

Depot,  Passenger,  M.  C.  R.  R.,  303,  304 
Beardstown,  111. : 

Engine-house,  C,  B.  &  Q.  R.  R.,*  193,  194 
Bedford  Park,  N.  Y,  • 

Shelter  and  Overhead   Foot-bridge,   N.  Y.  C.  &   H. 
R.  R.  R.,*  245 


*  Illustrated. 


485 


486 


INDEX. 


Birmingham,  Ala.: 

Depot,  Union  Passenger,  368 
Black  Diamond  Mine: 

Coal-chutes,  W.,  St.  L.  &  P.  Ry.,*  153 
Boston,  Mass.: 

Depot,  Passenger,  B.  &  P.  R.  R.,  3S8 

Passenger,  N.  Y.  &  N.  E.  R.  R.,  387 
Ferry  Passenger  Terminus,  B.,  R.  B.  &  L.  R.  R.,  421 
Boston  &  Albany  Railroad  : 

Depot,  Flag,  Chestnut  Hill,  Mass.,*  276,  277 
Flag,  VVaban,  Mass.,  277 
Flag,  VVellesley  Hills,  Mass.,  277 
Flag,  Woodland,  Mass.,  277 
Junction-station,     Passenger,    Palmer,    Mass., 

305.    307 
Passenger,  Auburndale,  Mass.,*  324 
Passenger,  Brighton,  Mass.,  325 
Passenger,  South  Framingham,  Mass.,  324,  325 
Boston  &  Providence  Railroad  : 

Depot,  Passenger,  Boston,  Mass.,  3S8 
Passenger,  Dedham,  Mass.,  322 
Passenger,  Stoughton,  Mass.,  387,  38S 
Boston,  Hoosac  Tunnel  &  Western  Railway  : 
Depot,  Passenger,*  290,  291 
Freight-house  for  Way -stations,*  214,  215 
Boston,  Revere  Beach  &  Lynn  Railroad  : 

Ferry  Passenger  Terminus,  Boston.  Mass.,  421 
Bowenville  Station,  Fall  River,  Mass.: 

Depot,  Passenger,  O.  C.  R.  R.,*  309-311 
Brighton,  Mass.: 

Depot,  Passenger,  B.  &  A.  R.  R.,  325 
Brooklyn,  N.  Y. : 

Coaling  Station,  East  New  York,  U.  E.  R.  R.,*  164 
Brownwood,  Te.\. : 

Depot,  Passenger,  G.,  C    Jc  S.  F.  R.  R.,  334 
Freight-houses,  G.,  C.  S  S.  F.  R,  R.,  215 
Bryn  Mawr  Park,  N.  Y.: 

Depot,  Passenger,  N.  Y.  &  N.  R.  R.,*  314,  315 
Buffalo,  N.  Y.: 

Coal-chutes,  151 

Depot,  Passenger,  Kensington  Avenue,  N.  Y.,  L.  E. 
&  W.  R.  R.,  315 
Passenger,  Terrace  Park  Station,  N.  Y.  C.  &  H. 

R.  R.  R.,  320 
Union  Passenger,  Proposed,  388,  389 
Buffalo.  New  York  &  Philadelphia  Railway : 

Depot,  Passenger,  Newcastle,  Pa.,  307 
Burlington,  111.: 

Sand-house,  C,  B.  &  Q.  R.  R.,  76,  77 
Burlington,  Cedar  Rapids  &  Northern  Railway: 
Depot,  Combination,*  254,  255 
Engine-house,  Clinton,  la.,*  191,  192 
Platform,   Low,  Combination  Depots,  B,,    C.    R.  & 
N.  Ry.,  240 

Canadian  Pacific  Railway  : 

Depot    Terminal  Passenger,  Montreal,  Can.,*  393 

Snowsheds,*  36,  37 
Canton,  Ohio  : 

Depot,  Union  Passenger,  31S-320 
Car-cleaning  Yards  : 

C.   R.    R.   of  N.  J.,   Car-cleaning    Platform,    Jersey 
City,  N.  J.,*  49 


Car-cleaning  Yards — Continued. 
General  Remarks,  46,  47 
P.  R.  R.  Passenger-car,  Chicago,  III,  50 
Car-inspector's  House.      See  Oil  storage  Houses. 
Car-sheds : 

General  Remarks,  46,  47 

L.  V.  R.  R.,  Brick,  Mauch  Chunk,  Pa.,* 47,  48 

N.  P.  R.  R.,  Frame,  Wallula,  Wash.,*  48,  49 

P.    R.    R.   Car-cleaning  Platform  Shed,  Jersey  City, 

N.J.,*  49,  50 
R.  &  A.  R.  R.,  Temporary,*  48 
Central  Pacific  Railroad  : 

Depot,  Terminal,  Oakland,  Cal.,  424 
Snowshed,  on  Level  Ground,*  34,  35 
Over  Cuts  or  on  Side  Hills,*  37,  38 
Central  Railroad  of  New  Jersey  : 

Car-cleaning  Platform,  Jersey  City,  N.  T.,*  49 
Coaling     Station,      Proposed     Overhead,     Hampton 

Junction,  N.  J.,*  158 
Depot,  Passenger,  Somerville,  N.  J.,  298,  299 
Passenger,  Tamaqua,  Pa.,*  292 
Terminal   Passenger,    Jersey   City,   N.  J.,*43i- 
436 
Signal  Tower,  Jersey  City,  N.  J.,*  45 
Charleston  &  Savannah  Railroad.      See  Savannah,  Florida 

&  Western  Railroad. 
Charlotte,  N.  C.  ; 

Depot,  Passenger,  R.  &  D.  R.  R.,  315 
Chelton  Avenue,  Pa. : 

Depot,  Passenger,  P.  G.  &  C.  H.  R.  R.,*  325-328 
Chemical  Laboratory  : 

L.  V.  R.  R.,  South  Bethlehem,  Pa.,*  no 
Cherry  Ford,  Pa.  : 

Depot,   Combination,  L.  V.  R.  R.,*  251 
Chesapeake  &  Ohio  Railway  : 
Depot,  Combination,  253 

Combination,  Williamsburg,  Va..*257 
Combination,  with  Dwelling,  260 
Passenger,  Single-story,  285,  286 
Passenger,  Two-story,  286 
Terminal,  Passenger,  Cincinnati,  O. ,  392 
Five-room  Cottage  "  K,"*  24,  25 
Five-room  Cottage  "  L, "  *  25 
Freight-house  for  Way-stations,*  215,  216 

Terminal,  Cincinnati,  O.,  225 
Section-house,  Three-room,*  16,   17 
Seven-room  Cottage,*  25,  26 
Chestnut  Hill,  Mass.  ; 

Depot,  Flag,  B.  &  A.  R.  R.,*  276,  277 
Chestnut  Hill,  Pa.  ; 

Depot,  Passenger,  P.,  G.  &  C.  H.   R.   R.,*  325-328 
Cheyenne,  Wyo. : 

Depot,  Union  Passenger,  C.  &  N.  R.  R.,  376,  377 
Union  Passenger,  D.  P.  R.  R.,  376,  377 
Union  Passenger,  U.  P.  R.  R.,  376,  377 
Cheyenne  &  Northern  Railroad  : 

Depot,  Union  Passenger,  Cheyenne,  Wyo.,  376,  377 
Chicago,  111.  : 

Depot,  Flag,  Van  Buren  Street,  I.  C.  R.  R.,  276 

Passenger,  Thirty-ninth  Street,  I.  C   R.  R  ,  316 
Passenger,   Twenty-second  Street,    I.   C.  R.  R., 

317 
Passenger,  C,  B.  &  N    R.  R.,  311 


INDEX. 


487 


Chicago,  111. — Continued. 

Terminal  Passenger,  C.  &  N.  R.  R.,*  399,  400 
Terminal  Passenger,  C.  &  W.  I.  R.  R.,  401 
Terminal  Passenger,   Proposed,  C.  E.  T.  Ry.,* 

424-427 
Terminal    Passenger,    Proposed,    I.   C.   R.  R.,* 

422 
Term.inal  Passenger,  W.  C.  Ry.,  395-399 
Union  Passenger,  Canal  Street,  36S-371 
Union  Passenger,  Van  Buren  Street,  401 
Oil-storage  House,   Brick,  Western    Avenue,  C,   B. 

&  Q.  R.  R.,*  90-92 
Passenger-car  Yard,  P.  R.  R.,  50 
Signal-tower,  One-legged,  A.,  T.  &  S.  F.  R.  R.,*  44 
Chicago  &  Alton  Railroad  ; 

Depot,  Passenger,  Independence,  Mo.,  318 
Chicago  &  Grand  Trunk  Railway  ; 

Coaling  Platform,  146 
Chicago  &  Northwestern  Railway  : 
Depot,  Flag,  275 
Passenger,  325 

Terminal  Passenger,  Chicago,  III.,*  399,  400 
Terminal  Passenger,  Milwaukee,  Wis.,  371 
Chicago  &  Western  Indiana  Railroad  : 

Depot,  Terminal  Passenger,  Chicago,  111.,  401 
Chicago,  Burlington  &  Northern  Railroad  : 

Depot,  Passenger,  St.  Paul    Park   Station,    Chicago, 

111..  311 
Employes'  Club-house,  32 

Engine-house,  Grand  Crossing,  Wis.,*  189-191 
Chicago,  Burlington  &  Quincy  Railroad  : 
Ashpit,  Aurora,  111.,*  57,  58 
Coaling  Station,  Overhead,  Aurora,  III.,  156 
Depot,  Passenger,  Ottumvva,  la.,  313 
Engine-house.  Beardstown,  111.,*  193-194 
Oil-mi.xing  House,  Aurora,  111.,*  95,  96 
Oil-storage  House,  Brick,  Western  Avenue,  Chicago, 

III.,*  90-92 
Sand-house,  Burlington,  111.,  76,  77 
Chicago  Elevated  Terminal  Railway  : 

Depot,     Proposed     Terminal     Passenger,     Chicago, 
III.,*  424-427 
Chicago,  Madison  &  Northern  Railway  : 

Depot,  Passenger,  Rockford,  111.,  317 
Chicago,  Milwaukee  &  St.  Paul  Railroad  : 
Depot,  Passenger,  Evanston,  III.,*  331 
Passenger,  Sheridan  Park,  111.,  336 
Terminal  Passenger,  Milwaukee,  Wis.,  371,  372 
Twin,    Passenger,    Desrover  and  Baker  Parks, 
Minn.,*  328 
Oil-mixing  House,  Milwaukee,  Wis.,  loi 
Chicago,  St.  Paul  &  Kansas  City  Railroad : 
Ice-house,  Standard  500-ton,*  65,  66 
Water-tank,  Standard,  16  ft.  X  24  ft.,  Circular,*  123 
Cincinnati,  O.  : 

Depot,  Terminal  Passenger,  C.  &  O.  R.  R  ,  392 

Terminal   Passenger,    P.,  C.    &  St.  L.  Ry.,  391, 

392 
Union  Passenger,  390,  391 
Freight-house,  Terminal.  C.  &  O.  Ry..   225 
Cincinnati,  New  Orleans  &  Texas  Pacific  Railroad  : 
Cincinnati  Southern  Railroad,  q.v. 
Depot,  Passenger,  Lexington,  Ky.,  333 


Cincinnati,  New  Orleans  &  Texas  Pacific  R.  R. — Cont'd. 
Passenger,  Science  Hill,  Ky.,  333,  334 
Passenger,  Somerset,  Ky.,*  332,  333 
New  Orleans  &  Northeastern  R.  R.,  q.v. 
Section-house,  Two-room,  15,  16 
Cincinnati  Southern  Railway  : 

Depot,  Combination,*  253,  254 
Platform,  High,  Combination  Depots.  240 
Specifications,  General,  for  Buildings,  Cattle-guards, 
Fencing,    Road-crossings,    Telegraph-lines,    Turn- 
tables, and  Water  Stations,  470-476 
Standard  Handcar  and  Tool-house,*  9,  10 
Water-tank,  Standard,  16  ft.  X  24  ft.,  Circular,  120 
Cincinnati,  Washington  &  Baltimore  Railroad: 

Ashpit  Cinder-loading  Plant,  59 
Clinton,  la.: 

Engine-house,  B.,  C.  R.  &  N.  R.  R.,*  191,  192 
Club-houses  for  Employes : 
C,  B.  &  N.  R.  R.,  32 
East   Buffalo,   N.  Y.,  Railroad   Branch  Building,  Y. 

M.  C.  A.,*  31 
General  Remarks,  28 

N.  Y.  C.  &  H.  R.  R.  R.,  Railroad  Branch   Building 
Y.   M.  C.  A.,  New  York,  N.  Y.,  32 
Railroad  Men's  Club-house,  New  York,  N,  Y., 

32 
Coal-bunkers.     See  Coaling  Stations. 
Coal-chutes.      Sic  Coaling  Stations. 
Coaling  Platforms.     Sec  Coaling  Stations. 
Coal- pockets.      5«  Coaling  Stations. 
Coaling  Stations  for  Locomotives  : 

A.,  T.  &  S.  F.  R.  R.,  Coal-chute,*  153,  154 

B.  &  O.  R.  R.,  Coal-chutes,  148,  149 
Buffalo,  N.  Y.,  Coal-chutes,  151 
Burnett-Clifton  Coal-chute,*  160-164 

C.  R.  of  N.  J.,  Proposed  Overhead,  Hampton  Junc- 
tion, N.  J.,  *I58 

C.  &  G.  T.  Ry.,  Coaling  Platform,  146 

C,  B.  &  Q.  R.  R.,  Overhead,  Aurora,  III.,  156 

C.  R.  R.  R.,  Coaling  Platform,  147 
Connellsville,  Pa.,  Coal-chutes.  151 

D.  &  H.  C.  Co.,  Oneonta,  N.  Y.,*  157,  158 

D.  M.  &  Ft.   D.   Ry.,  Stationary  Crane-and-Bucket 
System,  143 

East    New  York,  Brooklyn,  N.  Y.,  U.  E.   R.   R.,* 
164,  165 

General  Remarks,  130-141 

L.  V.   R.  R.,  Coal-chutes,  Wilkesbarre,  Pa.,*  153 
Coaling  Platform,  Jersey  City,  N.  J,,*  145 
Coaling  Platform,  Lehighton,  Pa.,*  145,  146 
Coaling  Platform,  South  Easton,  Pa.,  146 

Locomotives,  Collin's  System  for  Coaling,  P.  R.  R., 

154 
M.  C.    R.   R.,  Susemihl  Coal-chute,   J.-ickson   Junc- 
tion,* 160 
N.  D.  R.  R.,   with  Vertical  Bucket-elevator   Jersey 

City,  N.  J.,*  156,  157 
N.  O.  &  N.  R.  R.,  Coal-chutes,*  149,  150 
N.  Y.,  C.  &  St.  L.  R.  R.,  Coaling  Platform,  147 

Stationary  Crane-and-Bucket  System,  143 
N.  Y.,  L.  E.  &  W.   R.    R.,   Coal-chutes,    Hornells- 
ville,  N.  Y.,  151 

Coal-chutes,  Southport.  N.  Y.,  149 


4S8 


INDEX. 


Coaling  Stations  for  LocomoUves. — Contiintcd. 
Coal-chutes,  Susquehanna,   Pa.,  151 
New  Coal-chutes,  Waverly,  N.  Y.,  150,  151 
Old  Coal-chutes,  Waverly,  N.  Y.,  151 
N.  C    R    R.,  Coaling  Platform,  147 
N    P.  R.  R.,  Coal-bunkers,*  151,  152 
Derrick  Coal-house,*  142,  143 
Elevated  Coal-shed,*  148 
P.  R.  R.,  Coaling  Platform,  Altoona,  Pa.,  148 
Coaling  Platform,  East  Tyrone,  Pa.,  148 
Coaling    Platform,    West     Philadelphia,    Pa., 

148 
Collin's  System  for  Coaling  Locomotives,   154, 

155 
Overhead,  Ilackensack  Meadows,  Jersey  City, 
N.  J.,  155 
P.    &  R.  R.  R.,  Port  Richmond,  Philadelphia,  Pa., 

165 
P.,  W.  &   B.    R.   R.,   Overhead,   Gray's  Ferry,  155, 

156 
P.,  C.  &  St.  L.  Ry.,  Travelling   Crane  for    coaling 

Engines,  Columbus,  O.,  143-145 
R.  &  A.  R.  R.,  Coal-chutes,  Scottsville,  Va.,*  150 
St.  L.,  I.  M.  &  S.  Ry.,   Coaling  Platform,*  147 
Susemihl     Coal-chute,     Jackson    Junction,     Mich., 

M.  C.  R.,*  160 
U.  E   R.   R.,   East  New  York,   Brooklyn,   N.  Y.,* 

164,  165 
Velasco,  Tex.,*  165 

W.,  St.  L.  &  P.  Ry.,  Coal-chutes,  Black   Diamond 
Mine,*  153 

Standard  Coal-chutes,*  152 
W.  C.  R.  R.,  Derrick  Coal  Shed,*  141,  142 
Coeur  d'Alene,  Wash.  : 

Depot,  Combination,  with  Dwelling,  S.  &  I.  R.  R., 
258 
Columbia,  Ky. : 

Depot,  Passenger,  L.  &  N.  R.  R.,*  291,  292 
Columbus,  O.  ■ 

Sand-house,   P.,  C.  &  St.  L.  Ry.,  77 
Travelling  Crane  for  coaling  Engines,  P.,  C.  &  St. 
L.  Ry.,  143 
Combination  Depots  : 

B.,  C.  R.  &  N.  Ry.,*  254,  255 
C.  cS:  O.  Ry.,  253 

and  Office  Building,  Williamsburg,  Va.,*  257 
with  Dwelling,  260 
C.  S.  Ry.,*253,  254 
General  Remarks,*  246-249 
G.  R.  R.,  Grovetown,  Ga.,*  260,  261 
G.,  C.  &  S.  F.  R.  R.,  Farmersville,  Tex.*  262,  263 
K.  C.  &  E.  R.  R.,*  256 
L.  V.  R.  R.,  Cherry  Ford,  Pa.,*  251 
M.  &  B.  R.  R.,  Standard,  263 
M.  &  N.  R.  R.,*  249,  250 

N.  Y.,  O.  &  W.  R.  R.,  Providence,  Pa.,*  261,  262 
N.  P.  R.  R.,  Class  No.  i,*  259 
Class  No.  2,  259,  260 
with  Dwelling-rooms,*  257,  258 
O.  V.  Ry.,  253 

P.  &  R.  R.  R.,*  256,  257 
P.  C.  &  B.  Ry.,*  250,  251 
P.  H.  &  N.  Ry.,  263 


Combination  Depots. — Continued. 
P.  L.  W.  of  P.,*  252 

P.  L.  W.   of  P.,  Sw.  S.,  Specifications,  Class 
"  A  "  and  "  B,"  465-467 
with  Dwelling-rooms,  252 
R.  &  A.  R.  R.,  Class  "A,"*  251 
Class  "  B,"  *  251,  252 
S.,  F.  &  W.  Ry.,  Hilliard,  Ga.,*  256 

Standard,*  258,  259 
S.  &    I.  R.    R.,    with    Dwelling,    Coeur  d'  Alene, 

Wash.,  258- 
U.  P.  Ry.,  with  Dwelling,*  260 
W.,  St.  L.  &  P.  Ry.,*  255,  256 
Concord,  N.  H.  : 

Depot,  Union  Passenger,  C.  R.  R.,*  364,  365 
Concord  &  Montreal  Railroad  : 

Depot,  Passenger,  Laconia,  N.  H.,*  330 
Concord  Railroad  : 

Depot,   Union    Passenger,    Concord,  N.   H.,*  364, 
365 
Connecticut  River  Railroad  : 
Coaling  Platform,  147 
Depot,  Passenger,  Holyoke,  Mass.,*  323 
Connellsville,  Pa. : 

Coal-chutes,  151 
Connemaugh,  Pa. : 

Sand-drier,  P.  R.  R.,  78,  79 
Cressona,  Pa.; 

Sand-house,  P.  &  R.  R.  R.,*  78 

Dedham,  Mass.  : 

Depot,  Passenger,  B.  &  P.  R.  R.,  322 
Delaware  &  Hudson  Canal  Company  : 

Coaling  Station,  Oneonta,  N.  Y.,*  157,  158 

Depot,  Passenger,  Utica,  N.  Y.,  317 
Delaware,  Lackawanna  &  Western  Railroad  : 

Depot,  Passenger,  Glen  Ridge,  N.  J.,*  318 
Denver,  Col.: 

Depot,  Union  Passenger,  375,  376 

Oil-house,  U.  P.  R.  R.,  86,  87 
Denver  Pacific  Railroad  : 

Depot,   Union    Passenger,  Cheyenne,    Wyo.,    376, 

377 
Depots  : 

Combination,  246-263.     See  Combination  Depots. 
Local    Passenger,    278-337.      See   Local   Passenger 

Depots. 
Flag,  264-277.     See  Flag  Depots. 
Terminal   Passenger,   33S-344.     See  Terminal  Pas- 
senger Depots. 
Des  Moines  &  Fort  Dodge  Railway  : 

Stationary  Crane-and-Bucket  System,  143 
Desrover  Park,  Minn.  ■ 

Depot,  Twin  Passenger,  C,   M.  &  St.  P.  R.  R.,* 
32S 
Detroit,  Mich.: 

Depot,  Terminal  Passenger.  M.  C.  R.  R.,  393-395 
Union  Passenger,  Fort  Street,*  395 
Dexter,  Mich.: 

Depot,  Passenger,  M.  C    R.  R.,*  305 
Dwelling-houses  for  Employes  ; 

Agent's  Dwelling,  N.  P.  R.  R.  bystem,*  23,  24 
A.,  T.  &  S.  F.  R.  R.,*  27 


INDEX. 


4X9 


Dwelling-houses  for  Employes. — Coiitiinud. 

C.  &  O.  Ry.,  Five-room  Cottage  "  K,"*  24,  25 
Five-room  Cottage  "  L,"*  25 
Seven-room  Cottage,*  25,  26 
General  Remarks,  23 

N.  P.  R.  R.  System,  Agent's  Dwelling,*  23,  24 
U.  P.  Ry.,*  26.  27 

Westinghouse    Air-brake    Co.,    Employes,   Homes, 
Wilmerding,  Pa.,  27 

East  Buffalo,  N.  Y.  : 

Railroad  Branch  Building  Y.  M.  C.  A.,*  31 
East  Douglas,  Mass  : 

Depot,  Passenger,  N.  Y.  &  N.  E.  R.  R.,  320 
East  Mauth  Chunk,  Pa. : 

Engine-house,  L.  V.  R.  R.,*  198-200 
East  New  York,  Brooklyn,  N.  Y.; 

Coaling  Station,  U.  E.  R.  R.,*  164,  165 
East  Tennessee,  Virginia  &  Georgia  Railroad  : 

Depot,  Passenger,  Atlanta,  Ga. ,  315 

Section  House,  Three-room,*  16 
Two-room,*  15 
East  Tyrone,  Pa. : 

Coaling  Platform,  P.   R.  R.,  148 
Engine-houses  : 

A.  G.  S.  R.  R.,*  192 

B.  &  O.   R.   R.  and  Car-shop   Rotunda.   Mt.   Clare, 
Baltimore,  Md.,  201 

B.,  C.  R.  &  N.  Ry.,  Clinton,  la.,*  191,  192 

C.  B.  &  N.  R.  R.,  Grand  Crossing,  Wis.,*  1S9-191 
C,  B.  &  Q.  R.  R.,  Beardstown.  111.,*  193,  194 
General  Remarks,  166-175 

L.  V.  R.  R.,  East  Mauch  Chunk,  Pa.,*   198-200 
Lehighton,  Pa.,*  184-186 
Orwigsburg,  Pa.,*  200,  201 
Square  Brick,  Mauch  Chunk,  Pa.,  197 
Towanda.  Pa.,*  197 
Wilkesbarre,  Pa.,*  196,  197 
N.  P.  R.  R.,*  1S8,   l8g 
N.  \  W.  R.  R.,  Roanoke,  Va.,*  183,  1S4 
N.  Y.,  L.  E.  &W.  R.   R.   Square  Brick,  New  Castle, 

Pa.,  198 
P.  &  R.  R.  R.  Design,'^  189 

P.  R.  R.,  Mt.  Pleasant  Junction,  Jersey  City,  N.  J.,* 
180-183 
Specifications,    Mt.     Pleasant    Junction,    Jersey 

City,  N.  J.,  452-455 
31st  Street,  West  Philadelphia,  Pa.,*  177-180 
West  Philadelphia  Shops,  175-177 
R.  &  A.  R.  R.,  Richmond,  Va.,  187,  JS8 
S.,  F.  &  W.  Ry..  Way  Cross,  Ga.,*  194,  195 
W.  C.  R.  R.,  Ashland,  Wis.,*  195,  196 
Eutaw,  Ala.; 

Depot,  Passenger,  A    G.  S.  R    R.,  334 
Evanston,  111. : 

Depot,  Passenger,  C. .  M.  &  St.  P.  R.  R.,*  331 

Fall  River,  Mass  : 

Depot.  Pa.ssenger,   Bowenville  Station,  (J.  C.  R.  R.,* 
309-311 
Farmersville,  Tex  ; 

Depot,    Combin.ition,   G.,  C.    &   S.    F.  K.  R  ,*  262, 
Z63 


Ferry  Passenger  Tertuinus  : 

B.,  R.  B.  &  L.  R.  R.,  Boston,  Mass,  421 

W.  S.  R.  R.,  Franklin  Street,  New  York,  N.  Y.,*4:i 

Flag  Depots  : 

B.  &  A.  R.  R.,  Chestnut  Hill,  Mass.,*  276,  277 

Waban,  Mass.,  277 
Wellesley  Hills,  Ma.  ■■.,  277 
Woodland,  Mass.,  277 

C.  &  N.  R.  R.,  275 
Design,  with  Dwelling,  276 
General  Remarks,  264-266 

I.  C.  R.  R.,  Van  Buren  Street,  Chicago,  111.,  276 
L.  V.  R.  R  ,  Pottsville  Branch,  Frame,*  266,  267 
M.  &  N.  R.  R.,  Frame,  St.  Paul,  Minn..*  266 
Norwood  Park,  N.  Y.,  with  Dwelling,  276 
N.  P.  R.  R..  Frame,  with  Dwelling,*  273,  274 
N.  Y.  &  G.   L.    R.   R.,   Stone,  Forest  Hill,   N.  j.,* 

269 
O.  V.  Ry.,  Frame,  267,  26S 
P.  &  R.  R.  R.,  Frame,  Tabor,  Pa.,*  268,  269 
P.  R.  R.,  Brick,  with  Dwelling,*  272,  273 

Frame,*  270 

Frame,  Wayne  Station,  Pa.,*  267 

Frame,  with  Dwelling,*  270-272 
P.,  W.  &  B.   R.   R.,   Frame,   Magnolia,   Del.,*  274, 

275 

Frame,  Principio,  Md.,  273 
W.  S.  R.  R.,  Frame,  269,  270 
Foot-bridge  : 

Shelter  and  Overhead,   Bedford   Park,  N.  Y.,  N.  Y. 
C.  &  H.  R.  R.  R.,*  245 
Forest  Hill,  N.  J.; 

Depot,  Stone  Flag,  N.  Y.  &  G.  L.  R.  R.,*  269 
Fort  Payne,  Ala. : 

Depot,  Passenger,  A,  G.  S.  R.  R.,*  307-309 
Specifications,  A.  G.  S.  R.  R.,  455-465 
Freight-houses  : 

B.,  H.  T.  &  W.  Ry.,  for  Way-stations,*  214,  215 
C.  &  O.  Ry.,  for  Way-stations,*  215,  216 

Terminal,  Cincinnati,  O.,  225 
General  Remarks,*  2CW-214 
G.,  C.  &  S.  F.  R.  R.,  Brownwood,  Te.\.,  215 

Gainesville,  Tex.,  215 
L.   V.    R.    R  ,   Double-story    Terminal    Freight-pier 
shed,  Jersey  City,  N.  J.,*  227-230 
Single-story  Terminal  Freight-pier  Shed,  Jersey 

City,  N.  J.,*  225-227 
Terminal,  Grand    Street,  Jersey  City,   N.   J.,* 

220.  221 
Terminal,  Newark,  N.  J.,*  221-224 
M.  &  N.  R.  R.,  New  Hampton,  Minn.,*  219 
N.  Y.  C.  &  H.  R.  R.  R.,  Single-story  Iron  Terminal 

Freight-pier  Shed,  New  York,  N.  Y.,  227 
N.  Y..  L.   E.  &  W.   R.   R.,   Double-story   Terminal 
Freight-pier  Shed,  Weehawken,  N.  J.,*  232 

Double-story    Terminal    Freight-pier    Shed    on 

Pier  B,  Weehawken,  N.  J..  232 
Single-story    Terminal    City   Freight-pier  Shed, 
Pier  No.  21,   North  River,  New  York,  N.  Y., 
232 
N.  P.  R.  R.,  for  Way-stations,*  216,  217 
P.  R.  R.,  Double-story  Terminal  Freight-pier  Shed, 
Harsimus  Cove,  Jersey  City,  N.   J.,*  230,  231 


49° 


INDEX. 


Freight  Hniises. — Contiitttt-d. 

Duuble-story  Terminal  Freight-pier  Shed,  Grand 

Street,  Jersey  City,  N.  J.,*  231 
Single-story  Terminal  Freight-pier  Shed,  Jersey 

City,  N.  J.,*  227 
Single  story    Terminal    City-Freiyhi-pier    Shed, 
Pier  No.  27,  North  River,  New  York,  N.  Y.,* 
232,  233 
Single-story    Terminal    City-Freight-pier    Shed, 
Pier  No.  I,  North   River,  New  York,  N.  Y.,* 
233 
Standard  Brick,  for  Way-stations,*  21S,  219 
Standard  Frame,  for  Way-stations,*  217 
R.  &  A.  R.  R.  Terminal,  Richmond,  Va.,*  224 
S.,  F.  &  W.  Ry.,  Gainesville,  Fla.,*  ;20 
Standard  Guano  Warehouse,*  234 
Terminal,  Jacksonville,  Fla.,*  220 
St.  L.,  K.  &  N.   R.   R„   Terminal,   St.    Louis,  Mo., 

224,  225 
W.    S.    R.    R.,   Double-story  Terminal  Freight-pier 
Shed,  Weehawken,  N.   I.,  231,  232 
Single-story   Terminal   City-Freight-pier    Shed, 
Franklin    Street,    North    River,    New   York, 
N.  Y.,*  233,  234 

Gainesville,  Fla.: 

Freight-house,  S.,  F.  &  W.  Ry.,*  220 
Gainesville,  Te.\.: 

Freight-house,  G.,  C.  &  S.  F.  R.  R.,  215 
Gaiesburg,  111. : 

Depot,  Passenger,  A.,  T.  &  S.  F.  R.  R.,*  330 
Georgia  Railroad  : 

Depot,  Combination,  Grovetown,  Ga.,*  260,  261 
Germantovvn  Junction,  Pa.: 

Shelter  for  Horses  and  Carriages,  P.  R.  R,*  244 
Glen  Ridge,  N.  J. : 

Depot,  Passenger,  D.,  L.  &  W.  R.  R  ,*  31S 
Grand  Crossing,  Wis.: 

Engine-house,  C,   B.  &  N.  R.  R.,*  1S9-IQI 
Grass  Lake,  Mich.: 

Depot,  Passenger,  M.  C.  R.  R.,*  329 
Gray's  Ferry  : 

Coaling  Station,  Overhead,  P.,  W.  &  B.  R.  R.,  155, 
156 
Grovetown,  Ga.: 

Depot,  Combination,  G.  R.  R.,*  260,  261 
Gulf,  Colorado  &  Santa  Fe  Railroad  : 

Depot,  Combination,  Farmersville,  Tex..*  262,  263 
Passenger,  Brownwood,  Tex.,  334 

Freight-house,  Brovpnwood,  Tex.,  215 
Gainesville,  Fla.,  215 

Section  House,  Standard.*  21,  22 


Hampton  Junction,  N.  J.: 

Coaling  Station,  Proposed  Overhead,  C.  R.  R.  of  N. 
J.,*I5S 
Harrisburg,    Pa.: 

Depot,  Terminal  Passenger,  P.  R.  R.,*  377 
Hartford,  Conn.: 

Depot,  Union  Passenger,  35S,  359 
Heron,  Mont  ; 

Ashpit,  N.   P.  R,  R  ,*  56,  57 


llighkuul,  Mass.: 

Depot,  Passenger,  O.  C.  R.  I^.,  332 
Hilliard,  Ga.: 

Depot,  Combination,  S.,  F.  &  W.  Ry.,*  256 

Platform,  High,   Combination    Depot,  S.,  F.  &   W. 
Ry.,  240 
Hillsboro,   N.  J.: 

Signal  Tower,  L.  V.  R.  R.,*  42,  43 
Holyoke,  Mass.: 

Depot,  Passenger,  C.  R.  R.  R.,*  323 
Hopkinsville,  Ky.: 

Depot,  Passenger,  L.  &  N.  R.  R.,*  334,  335 
Hornellsville,  N.  Y. : 

Coal-chutes,  N.  Y.,  L.  E.  &  W.  R.  R.,  151 
Hcuses  : 

Club,   for  Employes,   28-32.       See    Club-houses  for 
Employes. 

Dwelling,    for     Employes,     23-27.      See    Dwelling- 
houses  for  Employes. 

Engine,  166-201.      See  Engine-houses. 

Freight,  202-234.      See  Freight  houses. 

Ice,  60-70.     See  Ice-houses. 

Oil-mixing,  93-112.      See  Oil-mixing  Houses. 

Oil-storage,  81-92.     &c  Oil-storage  Houses. 

Sand,  71-80.     See  Sand-houses. 

Section,  14-22.      &■£■  Section  Houses. 

Section  Tool,  6-13.     &y  Section  Tool-houses. 
Humboldt,  Tenn. : 

Depot,  Junction,  L.  &  N.  R.  R.,*  293 

Ice-houses  : 

A  ,  T.  &  S.  F.  R.  R.,  1500-ton,   Nickerson,    Kan.,* 

68,  69 
C,  St.  P.  &  K.  C.  R.  R.,  Standard,  500-ton,* 65,  66 
Design  for  a  50-ton,  64 
General  Remarks,*  60-64 
L.  V.  R.  R.,  1500-ton,  Sayre,  Pa.,*  66,  67 

1500-ton,  Brick,  Mauch  Chunk,  Pa.,*  69,  70 
50-ton,  Jersey  City  Terminal,  64 
150-lon,  South  Bethlehem,  Pa.,  65 
i5oo-ton,  Phillipsburg,  N.  J.,  70 
2000-ton,  Jersey  City,  N.  J.,*  67,  68 
N.  P.  R.  R.,  700-ton,  Cheyenne  Station,  64 
P.  R.  R.,  1000-ton,  Harrisburg  Shops,  64 
1200-ton,  Tyrone  Shops,  64 
Illinois  Central  Railroad  : 

Depot,  Flag,  Van  Buren  Street,  Chicago,  III.,  276 
Passenger,  South  Park,  III.,  315 
Passenger,  Thirty-ninth  Street,  Chicago,  111. ,316 
Passenger,  Twenty-second  Street,  Chicago,  III., 

317 
Proposed  Terminal    Passenger,   Chicago,  III.,* 

422-424 
Proposed  Train-shed,  New  Orleans,  La.,*  422 
Independence,  Mo.: 

Depot,  Passenger,  C.  &  A.  R.  R.,  318 
Indianapolis,  Ind.: 

Depot,  Union  Passenger,*  376 
Indianapolis,  Decatur  &  Springfield  Railway  : 
Depots,  Junction  Passenger,*  293 

Jackson  Junction,  Mich.: 

Susemihl  Co:d-chute,  M-  C-  R.  R.,*  iCo 


INDEX. 


491 


Jacksonville,  Fla. : 

Freight-house,  Terminal,  S.,  F.  &  W.  Ry.,*220 
Jersey  City,  N.  J.: 

Bunk-house,  L.  V,    R.  R.,*  29 
Car-cleaning  Platform,  P.  R.  R.,*4g 
Coaling  Platform,  L.  V.  R.  R.,*  145 
Coaling  Station,  N.  D.  Ry.,*  156,  157 

Overhead,  Hackensack  Meadows,  P.  R.  R.,  155 
Depot,   New  Terminal    Passenger,    P.  R.  R.,*4i2- 
421 
Old  Passenger,  P.  R.  R.,  409-412 
Terminal  Passenger,  C.  R.  R.  of  N.  J.,*  431-436 
Terminal  Passenger,  N.  Y.,  L.  E.  &  W.  R.  R.,* 
409 
Engine-house,    Mt.    Pleasant  Junction,    P.   R.    R.,* 
1S0-183 
Specifications    for,   Mt.    Pleasant  Junction.    P. 
R.  R.,  452-455 
Freight-house,  Terminal,  Grand  Street,  L.  V.  R.  R.,* 

220,    221 

Freight-pier  Shed,  Terminal,  Grand  Street  Pier,  P. 
R.  R.,*  231 

Terminal,  Harsimus  Cove,   P.  R.  R..*  230,  231 

Terminal,  L.  V.  R.  R.,*  227-230 

Terminal,  L.  V.  R.  R.,*  225-227 

Terminal,  P.  R.  R.,*  227 
Ice-house,  50-ton,  Terminal,  L.  V.  R.  R.,  64 

2000-ton,  L.  V.  R.  R.,*  67,  68 
Oil-house,  Brick,  P.  R.  R.,*  89,  90 
Platform,  High,  Terminal   Freight-house,  L.   V.  R. 

R.,  240 
Signal  Tower,  C.  R.  R.  of  N.  I..*  45 

L.  V.  R.  R.,*43.  44 
Junction  Passenger  Depot  ; 

B.  &  A.  R.  R.,  Palmer,  Mass.,  305 

I.,  D.  &  S.  Ry.,*  293 

L.  &  N.  R.  R..  Humboldt.  Tenn..*  293 

N.  L.  &  N.  R.  R.,  Palmer,  Mass.,  305 

Reed  City,  Mich.,*  329 
Jutland,  N.  J.: 

Signal  Tower,  L.  V.  R.  R.,*  42 

Kalamazoo,  Mich.: 

Depot,  Passenger,  M.  C.  R.  R.,*  301-303 
Kewanee,  111.: 

Depot,  Passenger,  316 
Kansas  City,  Mo.: 

Depot,  Union  Passenger,*  373,  374 

Platform  Sheds,  Union  Depot,*  243 
Kansas  City  i^  Emporia  Railroad  . 

Depot,  Combination,*  256 

Platform,  Combined   High  and   Low,   Combination 
Depots,  240 
Kansas  City,  St.  Joseph  &  Council  Bluffs  Railroad: 

Ashpit,  58 

Laconia,  N.  H. : 

Depot,  Passenger,  C.  &  M.  R.  R.,*  336 
Laury's,  Pa.: 

Depot,  Passenger,  L.  V.  R.  R.,*  296 
Leavenworth,  Kan.. 

Depot,  Union  Passenger,  375 
Lehigh  &  Susquehanna  Railroad  : 

Ashpit,*  59 


Lehighton,  Pa.: 

Coaling  Platform.  L.  V.  R.  R.,*  145,  146 
Engine-house,  L.  V.  R.  R  ,*  1S4-1S6 
Lehigh  Valley  Railroad  : 

Ashpit,  Packerton,  Pa.,*  57 
Bunk-house,  Jersey  City,  N.  J.,*  29 

Perth  Amboy,  N.  J.,*  29,  30 
Car-shed,  Brick,  Mauch  Chunk,  Pa.,*  47,  48 
Chemical  Laboratory,  South  Bethlehem.  Pa.,*  no 
Coal-chutes,  Wilkesbarre,  Pa.,*  153 
Coaling  Platform,  Jersey  City,  N.  J.,*  145 

Lehighton,  Pa.,*  145,  146 

South  Easton,  Pa.,  146 
Depot.  Combination,  Cherry  Ford,  Pa.,*  251 

Frame  Flag,  Pottsville  Branch,*  266,  267 

Passenger,  Laury's,  Pa.,*  296 

Passenger,  Mauch  Chunk,  Pa.,*  331 

Passenger,  Picton,  N.  J.,*  294 

Passenger,  Wilkesbarre,  Pa.,*  300,  301 
Engine-house,  East  Mauch  Chunk,  Pa.,*  198-200 

Lehighton,  Pa.,*  184-186 

Orwigsburg,  Pa.,*  200,  201 

Square  Brick,  Mauch  Chunk,  Pa.,*  197 

Wilkesbarre,  Pa.,*  196,  197 
Freight-house,   Terminal,   Jersey  City,   N.  J.,*  220, 
221 

Terminal,  Newark,  N.  J.,*  221-224 
Freight-pier  Shed,   Terminal,  Jersey  City,   N.   J.,* 
227-230 

Terminal,  Jersey  City,  N.  J.,*  225-227 
Gate-house,  Elevated,  Whitehaven,  Pa.,*  41,  42 
Ice-house,  1500-ton,  Sayre,  Pa.,*  66,  67 

l500ton.  Brick,  Mauch  Chunk,  Pa.,*  69,  70 

50-ton,  Jersey  City  Terminal,  64 

150-ton,  South  Bethlehem,  Pa.,  65 

1600-ton,  Phillipsburg,  N.  J.,  70 

2000-lon,  Jersey  City,  N.  J.,*  67,  68 
Oil  and  Waste  House,  Stone,  Lehigluon,  Pa.,*  85 
Oil  and  Waste  Storage  Shed,  Frame,  Perth   Amboy 

N.J.,*  S3 
Oil-house,  Brick,   Perth  Amboy,  N.  J.,*  83-85 
Oil-mi.\ing  House,   Design,  Packerton,   Pa.,*    103, 
104 

Perth  Amboy,  N.  J.,*  104-110 
Oil-storage     and    Car-inspector's     House,     Frame, 
Packerton,  Pa.,*  87,  88 

Frame,  Perth  Amboy,  N.  J..*  87 
Platform,    High    Terminal     Freight-house,     Jersey 
City,  N.  J.,  240 

Low,  Pottsville  Branch,  239 
Platform   Shed   for   Passenger   Depot,    .'\Ilentowii, 

Pa.,*  242 
Sand-house,  Design,*  77,  78 

Perth  Amboy,  N.  J.,*  76 

Weatherly,  Pa.,  79 
Section  Tool-house,*  12,  13 
Signal  Tower,  Hillsboro.  N.  J.,*  42,  43 

Jersey  City,  N.  J.,*  43,  44 

Jutland,  N.  J.,*  42 
Watchman's  Shanty,*  4 

Water-tank,    Standard,    16    ft.  X  20   ft..    Circular,* 
126,  127 

Stand:ird,  16  ft.  X  30  ft.,  CirtuLir,*  127-129 


492 


INDEX. 


Lexington,  Ky. ; 

Depot,  Passenger,  N.  O.  &  T.  P.  Ry.,  333 
Local  Passenger  Depots  ; 

Acambaro,  Mexico,*  329 

A.  G.  S.  R.  R.,  Eutaw,  Ala.,  334 

Fort  Payne,  Ala.,*  307-309 
Specifications,  Fort  Payne,  Ala.,  455-465 
A.,  T.  &  S.  F.  R.  R.,  Galesburg,  111.,*  330 
Wichita,  Kan.,*  331 

B.  &  A.  R.  R.,  Auburndale,  Mass.,*  324 

Brighton,  Mass.,  325 

Junction  Station,  Palmer,  Mass.,  305,  306 

South  Framinghain,  Mass.,  324,  325 

B.  &  P.  R.  R.,  Dedham,  Mass.,  322 
Bates  City,  Mo.,  31S 

B.,  H.  T.  &  W.  Ry.,*  290,  291 

B.,  N.  Y.  &  P.  Ry.,  New  Castle,  Pa.,  307 

C.  &  A.  R.  R.,  Independence,  Mo.,  31S 
C.  &  M.  R.  R.,  Laconia,  N.  H.,*  330 
C.  eS:  N.  Ry.,325 

Canton,  Ohio,  Union,  31S-320 

C.  &  O.   Ry.,  Single-story,   2S5,  2S6 

Two-story,*  2S6 
C,  B.  &  N.  R.  R.,  St.  Paul  Park  Station,  311 
C,  B.  &  Q.  R.  R.,  Ottumwa,  la.,  313 
Chicago  Architectural  Sketch  Club,  Competition  De- 
signs for  Suburban  Railway  Depot,  328 
C,  M.  &  N.  Ry.,  Rockford,  III.,  317 
C,  M.  &  St.  P.  R.  R.,  Evanston,  111.,*  331 

Sheridan  Park,  111.,  336 

Twin,  at    Desrover  and    Baker  Parks,  Minn.,* 
32S 
C,  N.  O.  &  T.  P.  Ry.,  Lexington,  Ky  ,  333 

Science  Hill,  Ky.,  333,  334 

Somerset,  Ky.,*  332,  333 
C.  R.  R.  of  N.  J.,  Somerville,  N.  J.,*  298,  299 

Tamaqiia,  Pa.,*  292 

C.  R.  R.  R.,  Holyoke,  Mass.,*  323 

D.  &  H.  C.  Co.,  Utica,  N.  Y.,  317 

D.,  L.  &  W.  R.  R.,  Glen  Ridge,  N.  J.,*  318 
E    T.,  V.  &  G.  R.  R.,  Atlanta,  Ga.,  315 
General  Remarks,  278-285 
G..  C.  &  S.  F.  R.  R  ,  Brownwood,  Te.\.,  334 
I.  C.  R.  R.,  South  Park,  III.,  315 

Thirty-ninth  Street,  Chicago,  111..  316 

Twenty-second  Street,  Chicago,  111.,  317 
I.,  D.  &  S.  Ry.,  Junction,*  293 
Kewance,  111.,  316 
L.  &  N.  R.  R.,*  291 

Columbia,  Ky.,*  291,  292 

Junction,  Humboldt,  Tenn.,*2g3 

HopkinsviUe,  Ky.,*  334,  335 

Owensboro,  Ky.,  335 
L.  V.  R.  R.,  Laury's,  Pa.,*  296 

Mauch  Chunk,  Pa.,*  331 

Picton,  N.  J.,*  294 

Wilkesbarre,   Pa.  ,*  300,  301 
Manitou,  Col.,  317,  3:8 
M.  &  N.  R.  R.,  South  Park,  Minn.,*  297,  298 

Class  "  F,"*  289 
M.  C.  R.  R.,  Ann  Arbor,  Mich.,*  303 

Bay  City,  Mich.,  303,  304 

Battle  Creek,  Mich.,*  304,  305 


Local  Passenger  Depots.  —  Continued. 

Dexter,  Mich.,*  305 

Grass  Lake,  Mich.,*  329 

Kalamazoo,  Mich.,*  301-303 

Niles,  Mich.,*  335,  336 
N.  L.  &  N.  R.  R.,  Junction  Station,  Palmer,  Mass.. 

305.  306 
N.  P.  R.  R.,*  2S7,  2SS 

Spokane  Falls,  Wash.,*  2S9,  290 
N.  Y.  &  N.  E.  R.  R.,  East  Douglas,  320 
N.   Y.    &    N.    Ry.,    Bryn  Mawr   Park,   N.  Y.,*3I4, 

315 

Yonkers,  N.  Y.,*  314.  315 
N.  Y.  C.  &  H.  R.  R.  R.,  Melrose,  New  York,  N.  Y..* 
312,   313 

Mott   Haven    Station.   New  York,    N.   Y.,   311, 
312 

Suburban,*  292 

Terrace  Park -Station,  Buffalo,  N.  Y.,  320 
N.  Y.,   L.    E.   &    W.   R.    R.,   Kensington    Avenue, 
Buffalo,  N.  Y.,  315 

Niagara  Falls,  N.  Y.,  320 
N.  Y.,  N.  H.  &  H.  R.  R.,  Rye,  N.  Y.,*  305 
Oak  Grove,  Mo.,  318 
O.  &  M.  Ry.,  Seymour,  Ind.,  318 
O.  C.  R.  R.,  Bowenville  Station,  Fall  River,  Mass.,* 
309-311 

Highland,  Mass.,*  332 

New  Bedford,  M.ass.,*  322 

North  Easton,  Mass.,*  322,  323 
O.  V.  Ry.,*  288 

P.  &  L.  E.  R:  R.,  New  Castle,  Pa..  307 
P.,  G.  &  C.  H.  R.  R.,*  325-32S 

Allen  Lane,  Pa.,*  296,  297 

Chelton  Avenue,  Pa.,*  325-328 

Chestnut  Hill,  Pa.,*  325-328 

Queen's  Lane,  Pa.,*  325-32S 

Wissahickon,  Pa.,*  325-328 
P.  H.  &  N.  Ry.,  Port  Huron, Mich.,  336 
P.  L.  W.   of  P.,  Southwest  System,  Specifications, 

Class  "  F,"  467-469 

Standard,  Class  "  C."  *  2S6.  287 

Standard,  Class  "  F, "  •"  2S7 
P.  R.  R.,  Ardmore,  Pa.,*  315,  316 

Design  for,  316 

Newark,  N.  J.,  336,  337 

Pottsville,  Pa.,*  294-296 

Rahvvay,  N.  J.,  318 

Sevvickley,  Pa.,*  32S,  329 
P.,  W.  &  B.  R.  R.,  Newark,  Del.,  317 
R.  &  A.  R.  R.,  Single-story,*  2SS,  2S9 

Two-story,*  2S9 
R.  &  D.  R.  R.,  Charlotte,  N.  C,  315 
Reed  City,  Mich.,  Junction  Passenger,*  329 
Toronto    Architectural    Sketch    Club,    Competition 

Designs,  328 
Walkerville,  Ont.,  322 
Windsor  Park,  III.,*  337 
W.  S.  R.  R.,  320 
Locomotives  : 

Coaling  .Stations  for,  130-165.      See  Coaling  Stations 

for  Locomotives. 
Collin's  System  for  Coaling,  P.  R.  R.,  154 


INDEX. 


493 


Louisville,  Ky.: 

Depot,  Terminal  Passenger,  L.  &  N.  R.  R.,*  3go 
Louisville  &  Nashville  Railroad  : 

Depot,  Junction,  Humboldt,  Tenn.,*  293 
Passenger,  Columbia,  Ky.,*2gi,  2g2 
Passenger,  Ilopkinsville,  Ky.,*  334,  335 
Owensboao,  Ky.,  335 

Terminal  Passenger,  Louisville,  Ky.,*  390 
Section  House,  Two-story,*  21 

Macon  &  Birmingham  Railroad  : 

Depot,  Standard  Combination,  263 
Section  Houses,  Standard,  22 
Section  Tool-house,  13 
Magnolia,  Del. : 

Depot,  Frame  Flag,  P.,  W.  &  B.  R.  R.,*  274,  275 
Manitou,  Col.; 

Depot,  Passenger,  317,  318 
Mauch  Chunk,  Pa. : 

Car-shed,  Brick,  L.  V.  R.  R.,*  47,  48 
Depot,  Passenger,  L.  V.  R.  R.,*  331 
Engine-house,  Square  Brick,  L.  V.  R.  R.,  197 
Ice-house,  1500  ton.  Brick,  L.  V.  R.  R..*69,  70 
Melrose,  New  York,  N.  Y.: 

Depot,  Passenger,  N.  Y.  C.  cS:  H.  R.  R.,*  312,  313 
Mexican  Central  Railroad  : 

Oil  and  Waste  House,  Brick,*  86 
Michigan  Central  Railroad  : 

Depot,  Passenger,  Ann  Arbor,  Mich.,*  303 

Passenger,  Battle  Creek,  Mich.,*  304,  305 
Passenger,  Bay  City,  Mich.  303,  304 
Passenger,  Dexter,  Mich.,*  305 
Passenger,  Grass  Lake,  Mich.,*  329 
Passenger,  Kalamazoo,  Mich.,*  301-303 
Terminal  Passenger,  Detroit,  Mich.,  393-395 
Susemihl  Coal-chute,  Jackson  Junction,*  160 
Milwaukee,  Wis.: 

Depot,  Terminal  Passenger,  C.  &  N.  R.  R.,  371 

Terminal  Passenger,   C,  M.  &  St.  P.  Ry.,  371, 
372 
Oil-mixing  House,  C,  M.  i:  St.  P.  Ry.,  loi 
Minnesota  &  Northwestern  Railroad  : 
Depot,  Combination,*  249,  250 

Frame  Flag,  St.  Paul,  Minn.,*  266 
Passenger,  South  Park,*  297,  29S 
Passenger,  Class  F,*  2S9 
Freight-house,  New  Hampton,  Minn.,*  219 
Platform,  High,  Local  Freight-house,  240 
Low,  239 
Montreal,  Can.: 

Depot,  Terminal  Passenger,  C.  P.  Ry.,*  393 
Mott  Haven  Station,  New  York,  N.  Y.: 

Depot,  Passenger,  N.  Y.  C.  &  H.  R.  R.  R.,  311,  312 
Mt.  Pleasant  Junction,  Jersey  City,  N.  J,: 

Specifications   for   Engine-house,  P.  R.  R.,  452-455 

National  Docks  Railway  : 

Coaling  Station,  Jersey  City,  N.  J.,*  156,  157 
Newark,  Del.: 

Depot,  Passenger,  P..  \V.  &  B.   R.  R.,  317 
Newark,  N.  J.: 

Depot,  Passenger,  P.  R.  R.,  336,  337 

Freight-house,  Terminal.  L.  V    R.  R..*  221-224 


Newark,  N.  J. — Continueti. 

Oil-mixing  House,  Meadow  Shops,  P.  R.  R.,*  96-9S 

Signal  Tower,  Two-legged,  P.  R.  R.,*  44 
New  Bedford,  Mass.: 

Depot,  Passenger,  O.  C.  R.  R.,*  322 
New  Castle,  Pa.: 

Depot,  Passenger,  B.,  N.  Y.  &  P.  Ry.,  307 
Passenger,  P.  &  L.  E.  R.  R.,  307 

Engine-house,    Square   Brick,    N.  Y.,    L.   E.   &   W. 
R.  R.,  19S 
New  Hampton,  Minn.: 

Freight-house,  M.  &  N.  R.  R..*  219 
New  Haven,  Conn.: 

Train-shed,  N.  Y.,  N.  H.  &  H.  R.  R.,*  377 
New  London  &  Norwich  Railroad  : 

Depot,  Junction-station,  Passenger,  Palmer,  Mass., 
305-307 
New  Orleans,  La.: 

Train-shed,  Proposed,  L  C.  R.  R.,*422 
New  Orleans  &  Northeastern  Railroad  : 

Coal-chutes,*  149,  150 

Section  House,  Three-room,"  17 
New  York,  N.  Y.: 

City-Freight-pier    Shed,   Terminal,   W.   S.,  R.  R.,* 

233.  234 
Terminal,  N.  Y.,  L.  E.  &  W.  R.  R.,  232 
Terminal,  Pier  i,  P.  R.  R.,*  233 
Terminal,  Pier  27,  P.  R.  R.,*  232,  233 
Depot,  Passenger,  Melrose,  N.  Y.   C.  &  H.  R.  R.,* 
312,  313 
Passenger,   Mott   Haven  Station,  138th   Street, 

N.  Y.  C.  &  H.  R.  R.,311,  312 
Terminal  Passenger,  N.  Y.  C.  &  H.  R.  R.,*43i 
Ferry  Passenger  Terminus,  W.  S.  R.   R.,*  421 
Freight-pier  Shed,  Iron  Terminal,  N.  Y.  C.  &  H.  R. 

R.  R„  227 
Railroad  Branch  Building,  Y.  M.  C.  A.,  N.  Y.  C.  & 

H.  R.  R.  R  ,  32 
Railroad    Men's   Club-house,   N.    Y.    C.    iS:    H.    R. 
R,  R.,  32 
New  York  &  Greenwood  Lake  Railroad  : 

Depot,  Stone  Flag,  Forest  Hill,  N.  J.,*  269 
New  York  &  New  England  Railroad  ; 

Depot,  Passenger,  East  Douglas,  Mass.,  320 

Passenger,  Boston,  Mass.,  3S7 
Oil-mixing  Houses,  101-103 
New  York  &  Northern  Railway: 

Depot,  Passenger,  Bryn  Mawr  Paik,  N.  Y.,*3I4,  315 
Passenger,  Yonkers,  N.  Y.,*  314,  315 
New  York  Central  &  Hudson  River  Railroad  : 

Depot,  Passenger,  Melrose,  New  York,  N.  Y.,*3I2, 

313 
Passenger,   Mott    Haven    Station,   New  York, 

N.  Y.,  311,  312 
Passenger,  Terrace   Park  Station,   Buffalo,   N. 

Y.,  320 
Suburban,*  292 
Terminal  Passenger,  42d  St.,  New  York,  N.  Y.,* 

431 
Freight-pier  Shed,  Iron  Terminal,  New  York,  N.  Y., 

227 
Railroad  Branch  Building,  Y.  M.  C.  A.,  New  York, 
N.  Y.,  32 


494 


lADKX. 


New  York  CentraKt  Hudson  River  Railroad— Co^/'i/. 
Railroad  Men's  Club-house,  New  York,  N.  Y.,  32 
Shelter  and  Overhead   Foot-bridge,    Bedford  Park, 

N.  Y.,*  245 
Signal  Tower  and  Bridge,  45 
New  York,  Chicago  &  St.  Louis  Railroad  : 
Coaling  Platform,  147 
Stationary  Craneand-Bucket  System,  143 
New  York,  Lake  Erie  &  Western  Railroad  ; 

City-Freight-pier  Shed,  Terminal,  New  York,  N.Y., 

232 
Coal-chutes,  Hornellsville,  N.  Y.,  151 
New,  Waverly,  N.  Y.,  150,  151 
Old,  Waverly,  N.  Y.,  151 
Southport,  N.  Y.,  149 
Susquehanna,  Pa.,  151 
Depot,  Niagara  Falls,  N.  Y.,  320 
Passenger,  Buffalo,  N.  Y.,  315 
Passenger,  Rochester,  N.  Y.,  389,  390 
Terminal  Passenger,  Jersey  City,  N.  J.,*  409 
Engine-house,  Square  Brick,  New  Castle,  Pa.,  19S 
Freight-pier  Shed,  Terminal,  Weehawken,  N.  J.,* 
232 
Terminal  Pier  B,  Weehawken,  N.  J.,  232 
Oil-mixing  House,  Susquehanna,  Pa.,*  100,  loi 
Platform,  High,  Terminal  Freight-house,  Weehaw- 
ken, N.  J.,  240 
New  York,  New  Haven  &  Hartford  Railroad : 
Depot,  Passenger,  Rye,  N.  Y.,*305 
Platform  Shed,  Passenger  Depot,  Rye,  N.  Y.,*  242, 

243 
Train-shed,  Passenger,  New  Haven,  Conn.,*  377 
New  York,  Ontario  &  Western  Railroad  : 

Depot,  Combination,  Providence,  Pa.,*  261 
Niagara  Falls,  N.  Y.: 

Depot,  Passenger,  N.  Y.,  L.  E.  &  W.  R.  R.,  320 
Nickerson,  Kan.: 

Icehouse,  1500  ton.  A.,  T.  &  S.  F.  R.  R.,*  68,69 
Niles,   Mich.: 

Depot,  Passenger,  M.  C.  R.  R.,*335,  336 
Norfolk  &  Western  Railroad  : 

Engine-house,  Roanoke,  Va.,*  1S3,  1S4 
Shelter,*  244 
Watchman's  Shanty,*  5 
North  Easton,  Mass.: 

Depot,  Passenger,  O.  C.  R.  R.,*  323,  323 
Northern  Central  Railroad  : 

Coaling  Platform,  147 
Northern  Pacific  Railroad  : 

Ashpit,  Heron,  Mont.,*  56,  57 
Car-shed,  Frame,  Wallula,  Wash,,*  48,  49 
Combination,  Class  No.  i,*  259 
Combination,  Class  No.  2,  259,  260 
Coal-bunkers,*  151,  152 
Depot,  Combination,*  257,  258 
Frame,  Flag,*  273,  274 
Passenger,  287,  288 

Passenger,  Spokane  Falls,  Wash.,*  2S9,  290 
Derrick  Coal-house,*  142,  143 
Dwelling,  Agent's,  S.  &  P.  Ry.,*  23,  24 
Engine-house,*  1S8,  i8g 
Elevated  Coal-shed,*  148 
Freight-houses  for  Way-stations,*  216,  217 


Niirihern  Pacific  Railroad — Contimted. 
Hand-car  House,  Double,  12 

Single,*  12 
Ice-house,  700-ton,  Cheyenne  Station,  64 
Platform,  High,  Local  Freight-house,  240 

Low,  239 

Passenger,  241 
Section  House,  Two-story,*  ig,  20 

White  Men's,*  18 
Section  Tool-house,*  ii,  12 
Snow-shed,  on  Level  Ground,*  35 

Over  Cuts  or  on  Side  Hills,*  36 
Specifications,  General,  for  Construction  Work,  477- 

4S4 
Water-tank,  High,*  125,  126 

Standard,  16  ft.  X  16  ft..  Circular,  124 

Standard,  16  ft    X  24  ft..  Circular,  124,  125 
Norwood  Park,  N.  Y.; 

Depot,  Flag,  276 
New  York,  Pennsylvania  &  Ohio  Railroad  : 
Platform,  Standard,  240,  241 

I      Oak  Grove,  Mo. : 

Depot,  Passenger,  318 
Oakland,  Cal.: 

Depot,  Terminal  Passenger,  C.  P.  R.  R.,  424 
Ogden,  Utah  : 

Depot,  Union  Passenger,  376 
Ohio  &  Mississippi  Railway  : 

Depot,  Passenger,  Seymour,  Ind.,  31S 
Ohio  Valley  Railway: 

Depot,  Combination,  253 
Frame  Flag,  267,  268 
Passenger,*  28S 
Oil-mixing  Houses  : 

B.  &  O.  R.  R.,  Mt.  Clare  Shops,  Baltimore,  Md., 
98,  99 

C,  B.  &  Q.  R.  R.,  Aurora,  III.,*  95,  96 
Chemical      Laboratory,     South      Bethlehem,     Pa., 

L.  V.  R.  R.,*iio-ii2 
C,  M.  &  St.  P.  Ry.,  Milwaukee,  Wis.,  loi 
■  General  Remarks,  93-95 
L.  V.  R.  R.,  Perth  Amboy,  N.  J..*  104-110 

Chemical  Laboratory,   South   Bethlehem,  Pa.,* 

110-112 
Design,  Packerlon,  Pa.,*  103,  104 
N.  Y.  &  N.  E.  R.  R,,  101-103 
N.  Y.,  L.  E.   &  W.   R.  R.,  Susquehanna,  Pa.,*  100, 

loi 
P.  R.  R.,  Altoona,  Pa.  ,*g9,  100 
Newark,  N.  J.,*  96-98 
Oil-storage  Houses  : 

C,  B.  &  Q.  R.  R.,  Brick,  Western  Avenue.  Chica 

go,  III.,*  90-92 
General  Remarks,  S1-S3 
L.  V.  R.  R.,  Brick  Oil-house,  Perth  Amboy,  N.  J.,* 

83-S5 

Frame  Oil  and  Waste  Storage  Shed,  Perth  .Am- 
boy, N.  J.,*  83 

Frame  Oil-storage  and  Car-inspector's  House, 
Packerton,  Pa.,*  87,  88 

Frame  Oil-storage  and  Car  inspector's  House, 
Perth  Amboy,  N.  J.,*  87 


INDEX. 


495 


Oil-storage  Houses.  —  Continued. 

Slone  Oil  and  Waste  House,  Leliighton,  Pa.,* 

S5 
M.  C.  R.  R.,  Brick  Oil  and  Waste  House,*  S6 
P.    R.    R.,   Brick  Oil-house,   Jersey   City,   N.  J.,* 
8g,  go 
Washington,  D.  C.,*  SS,  Sq 
West  Philadelphia,  Pa.,  85,  86 
U.  P.  Ry.,  Oil-house,  Denver,  Col.,  86,  87 
Old  Colony  Railroad  : 

Depot,  Passenger,  Fall  River,  Mass.,*  309-311 
Passenger,  Highland,  Mass.,*  332 
Passenger,  New  Bedford,  Mass.,*  322,  323 
Passenger,  North  Easton,  Mass.,*  322,  323 
Omaha,  Neb.: 

Depot,  Union  Passenger,  424 
Oneonta,  N.  Y.: 

Coaling  Station,  D.  &  H.  C.  Co.,*  157,  158 
Oregon  &  California  Railroad  : 

Protection  Shed  for  Mountain-slides,*  38 
Orwigsburg,  Pa.: 

Engine-house,  L.  V.  R.  R.,*  200,  201 
Ottumwa,  la.: 

Depot,  Passenger,  C,  B.  &  O.  R.  R.,  313 
Ovvensboro,  Ky.: 

Depot,  Passenger,  L.  &  N.  R   R.,  335 

Packerton,  Pa.: 

Ashpit,  L.  V.  R.  R.,*  57 

Oil-mi.\ing  House,  Design,  L.  V.  R.  R.,*  103,  104 
Oil-storage     and     Car-inspector's    House,    Frame, 
L.  V.  R.  R.,*87,  88 
Palmer,  Mass.: 

Depot,  Junction-station  Passenger,  B.  &  A.   R.   R. 
and  N.  L.  &  N.  W.  R.  R.,  305-307 
Pennsylvania   Lines  West  of   Pittsburg,  Southwest  Sys- 
tem : 
Depot,  Combination,  Specifications,  Class  "  .\  "  and 
"  B,"  465-467 
Combination,  with   Dwelling-rooms,  252 
Local     Passenger,    Specifications,    Class    "F,' 

467-469 
Passenger,  Standard,  Class  "C,"*  286,  2S7 
Passenger,  Standard,  Class  "F,"*  287 
Platform,  Low,  Local  Passenger  Depots  and  Com- 
bination Depots,  240 
Pennsylvania  Railroad  : 

Car-cleaning   Platform   Shed,   Jersey   City,    N.   J.,* 

49.  50 
City-Freight-pier     Shed,    Terminal.    Pier    27,    New 
York,  N.  Y.,*  232,  233 

Terminal,  Pier,  No.  i.  New  York,  N.  Y.,*  233 
Coaling  Platform,  Altoona,  Pa.,  148 

East  Tyrone,  Pa.,  148 

West  Philadelphia,  Pa.,  14S 
Coaling  Station,  Overhead,  Jersey  City,  N.  J.,  155 
Collin's  System  for  Coaling  Locomotives,  154,  155 
Depot,  Brick  Flag,*  272,  273 

Frame  Flag,*  270 

Frame  Flag,  Wayne  Station,  Pa.,*  267 

Frame  Flag,  with  Dwellings,*  270-272 

Local  Passenger,  Specifications,  Pottsville,  Pa., 
447-452 


1  'en  ns  y  1  va  n  i  a  R  a  i  I  road . — Conliuitid. 

New    Terminal    Passenger,   Jersey  City,*  412- 

412 
Old  Passenger,  Jersey  City.  N.  J.,  40y-4i2 
Passenger,  Ardmore,  Pa.,*  31  j,  ;.i6 
Passenger,  Design  for,  316 
Passenger,  Newark,  N.  J.,  336,  337 
Passenger,   Pottsville,  Pa.,*  294-296 
Passenger,  Rahway,  N.  J.,  318 
Passenger,  Sewickley,  Pa.,*  328,  329 
Passenger,  West  Philadelphia,  Pa.,  381 
Proposed   Extension  of    Terminal   Passenger, 

Broad  St.,  Philadelphia,  Pa.,*  446 
Terminal   Passenger,   Broad  St.,  Philadelphia, 

Pa.,*  381-386 
Terminal    Passenger,   Charles   St.,    Baltimore, 

Md.,*  377-379 
Terminal  Passenger,  Harrisburg,  Pa.,*  377 
Terminal     Passenger,     Washington,     D.    C.,* 
379-3S1 
Engine-house,  Jersey  City,  N.  J.,--  1S0-1S3 
Specifications,  Jersey  City,  N.  J.,  452-455 
West  Philadelphia,  Pa.,*  177-1S0 
West  Philadelphia  Shops,  175-177 
Feed  Water-trough,  129 

Freight-house,  Standard   Brick,  for  Way-stations,* 
218,   2ig 
Standard  Frame,  for  Way-stations,*  217 
Freight-pier  Shed,  Terminal,  Harsimus  Cove,  Jersey 
City,  N.  J.,*  230,  231 
Terminal,  Grand  St.,  Jersey  City,  N.  J.,*  231 
Terminal,  Jersey  City,  N.  J.,*  227 
Ice-house,  looo-ton,  Harrisburg  Shops,  64 

1200-ton,  Tyrone  Shops,  64 
Oil-house,  Brick,  Jersey  City,  N.  J.,*  89,  90 
Brick,  Washington,  D.  C.,*  88,  Sg 
Brick,  West  Philadelphia,  Pa.,  85,  86 
Oil-mi.xing  House,  Altoona,  Pa,,*  99,  100 

Newark,  N.  J.,*  96-9S 
Passenger-car  Yard,  Chicago,  111.,  50 
Philadelphia,  Germantown  &  Chestnut    Hill    R.  R., 

q.v. 
Philadelphia,  Wilmington  &  Baltimore  R.  R.,  q.v. 
Platform,  High,  Local  Freight  Depots,  240 

Low,  Flag-depot,  239 
Platfonn  Shed  and  Shelter  for  Passenger  Stations,* 

■241,   242 
Sand-ilrier,  Connemaugh,  Pa.,   78,  7g 
Sand-house,  Washington,  D.  C.,*  7g,  80 
Section  Tool-house,  Standard,*  7-9 
Shelter   for    Horses    and   Carriages,    Germantown 

Junction,  Pa.,*  244 
Signal  Tower,  Standard,*  42 

Two-legged,  Newark,  N.  J.,*  44 
Watchman's  Shanty,  of  Limited  Width,  New  York 
Division,*  4 
Standard,  5 
Water-tank,  Standard,  14  ft.  X  18  ft.,  Circular,  122 
Standard,  14  ft.  X  22  ft.,  Circular,*  120,  122 
Perth  Amboy,  N.  J.: 

Bunk-house,  L.  V.  R.  R.,*  29.  30 
Oil  and  Waste  Storage  Shed,  Frame,  L.  V.  R.  R.,* 
83 


496 


hXDEX. 


Perth  Amboy,  N.  J.  —  Coitlinucd. 

Oil-house,  Brick,  L.  V.  R.  R.,»  S3-S5 
Oil-mixing  House,  L.  V.  R.  R.,*  104-110 
Oil-storage    and    Car-inspector's    House,     Frame, 

L.  V.  R.  R.,*S7 
Sand-house,  L.  V.  R.  R.,*  76 
Philadelphia,  Pa.: 

Coaling  Station,  Port  Richmond,  P.  &  R.  R.  R.,  165 
Depot,  Terminal  Passenger,    Broad  St.,  P.  R.  R.,* 
3S1-386 
Terminal  Passenger,  P.  &   R.  Terminal  R.  R., 

436-446 
Terminal      Passenger,     Proposed      Extension, 
Broad  St.,  P.  R.  R.,*  446 
Philadelphia  &  Reading  Railroad  : 

Ash-conveyor,  Port  Richmond,  Philadelphia,  Pa.,  59 
Coaling  Station,  Port  Richmond,  Philadelphia,  Pa., 

165 
Depot,  Combination,*  256,  257 

Frame  Flag,  Tabor,  Pa.,*  268,  269 
Terminal  Passenger,  Atlantic  City,  N.  J.,  387 
Terminal  Passenger,   Philadelphia,  Pa.,*  436- 
446 
Engine-house  Design,*  1S9 
Platform,  Low,  Flag-depot,  239 
Plaiforn;  Shed,*  242 

Atlantic  City,  N.  J.,*  242 
Sand-house,  Cressona,  Pa.,*  78 

Design,*  76 
Section  Tool-house,*  10,  11 
Signal  Tower,  Octagonal,*  40 

Square,  40 
Watchman's  Shanty,*  3 
Water-tank,  Square,*  119 
Philadelphia,  Germantown  &  Chestnut  Hill  Railroad  : 
Depot,  Passenger,*  325-328 

Passenger,  Allen  Lane,  Pa.,*  296,  297 
Passenger,  Chelton  Avenue,  Pa.,*  325-328 
Passenger,  Chestnut  Hill,  Pa.,*  325-328 
Passenger,  Queen's  Lane,  Pa.,*  325-328 
Passenger,  Wissahickon,  Pa.,*  325-328 
Philadelphia,  Wilmington  &  Baltimore  Railroad  : 

Coaling  Station,  Overhead,  Gray's  Ferry,  155,  156 
Depot,  Frame  Flag,  Magnolia,  Del.,*  274,  275 
Frame  Flag,  Principio,  Md.,  273 
Passenger,  Newark,  Del,  317 
Shelter,  244 
Signal  Station,  40 
Phillipsburg,  N.  J.: 

Ice-house,  1600-ton,  70 
Picton,  N.  J.: 

Depot,  Passenger,  L.  V.  R.  R.,*  294 
Pine  Creek  &  Buffalo  Railway  : 

Depot,  Combination,*  250,  251 
Pittsburg,  Pa. : 

Passenger  Train-shed,  B.  O.  R.  R.,  421 
Pittsburg  &  Lake  Erie  Railroad  ; 

Depot,  Passenger,  Newcastle,  Pa.,  307 
Pittsburg,  Cincinnati  &  St.  Louis  Railway  : 

Depot,  Terminal  Passenger,  Cincinnati,  O.,  391,  392 

Sand-house,  Columbus,  O.,  77 

Travelling  Crane  for  coaling    Engines,   Columbus, 

O.,  143-115 


Platforms  : 

B.,  C.    R.    &   N.    Ry.,    Low,   Combination    Depots, 

240 
C.  S.  Ry.,  High,  Combination  Depots,  240 
General  Remarks,  235-239 
K.    C.    &    E.   R.   R.,   Combined     High    and   Low, 

Combination  Depots,  240 
L.  V.  R.  R.,  High,  Terminal   Freight-house,  Jersey 
City,  N.  J.,  240 
Low,  Pottsville  Branch,  239 
M.    &     N.     R.     R.,     High,     Local    Freight-house, 
240 
Low,  239 
N.  Y.,  L.  E.  &  W.  R.  R.,  High,  Terminal   Freight- 
house,  Weehawken,  N.  J.,  240 
N.  Y.,  P.  &  O.  R.  R.,  Standard,  240,  241 
N.  P.  R.  R.,  High,  Local  Freight-house,  240 
Low,  239 
Passenger,  241 
P.  &  R.  R.  R.,  Low,  Flag-depot,  239 
P.  L.  W.  of  P.,  Sw.   S.,  High,  Local  Freight  Depots, 
240 
Low,  Local  Passenger  Depots  and  Combination 
Depots,  240 
P.     R.     R.,      Low,      Flag-depot     with      Dwelling, 

239 
S.,  F.   &  W,   Ry.,  High,  Combination   Depot,   Hil- 
liard,  Ga. ,  240 
High,  Freight-house,  Gainesville,  Fla.,  240 
U.  P.  Ry.,  Low,  Combination  Depots,  240 
W.  S.  R.  R.,  Standard,*  241 

W. ,  St.   L.   &  P.   Ry.,   Low,   Combination   Depots, 
239,  240 
Platform  Sheds : 

General  Remarks,  235-239 

Kansas  City,  Mo.,  Union  Depot,*  243 

L.  V.  R.  R.,  for  Passenger  Depot,  Allentown,  Pa.,* 

242 
N.  Y.,  N.   H.  &  H.  R.  R.,   Passenger  Depot,   Rye, 

N.  Y.,*  242,  243 
P.  &  R.  R.  R.,*  242 

Atlantic  City,  N.  J.,*  242 
P.  R.  R.,  and  Shelter  for  Passenger  Stations,*  241, 
242 
Port   Huron,  Mich.: 

Depot,  Passenger,  P.  H.&  N.  Ry.,  336 
Port  Huron  &  Northwestern  Railway,  263: 
Depot,  Combination,  263 

Passenger,  Port  Huron,  Mich.,  336 
Portland,  Me. ; 

Depot,  Union  Passenger,  365,  366 
Port  Richmond,  Philadelphia,  Pa  : 
Ash-conveyor,  P.  &  R.  R.  R.,  59 
Coaling  Station,  P.  &  R.  R.  R.,  165 
Pottsville,  Pa.: 

Depot,  Passenger,  P.  R    R.,*  294-296 

Specifications   for  Local    Passenger,    P.   R.    R., 

447-454 
Pottsville  Branch,  Lehigh  V'alk-y  Railroad: 

Depot,  Frame  Flag,*  266,  267 

Platform,  Low,  239 
Piincipio,  Md. : 

Depot,  Frame  Flag,  P.,  B.  &  \V.  R.  R.,  273 


IXDEX. 


497 


Protection-sheds  for  Mountain-slides  : 

General  Remarks,  33,  34 

O.  &  C.  R.  R.,*  38 
Providence,  Pa.; 

Depot,  Combination,  N.  Y..  O.  &  W.  R.  R.,*  26' 
262 
Providence,  R.  I.: 

Depot,  Proposed  Union  Passenger,  366 
Pueblo,  Col.: 

Depot,  Union  Passenger,  375,  376 

Queen's  Lane,  Pa.: 

Depot,  Passenger,  P.,  G.  &  C.  H.  R.  R.,*  325-32S 

Rahway,  N.  J.: 

Depot,  Passenger,  P.  R.  R.,  318 
Rail-chair: 

S.,  F.  &  W.  R.  R.,*  58 
Reading-rooms  for  Employes: 

C,  B.  &  N.  R.  R.,  32 

East    Buffalo,    N.    Y.,    Railroad    Branch    Building, 
Y.  M.  C.  A.,*  31 

General  Remarks,  28 

N.  Y.  C.  &  H.  R.  R,  R.,  Railroad  Branch  Building, 
Y.  M.  C.  A.,  New  York,  N.  Y.,  32 
Railroad  Men's  Club,  New  York,  N.  Y.,  32 

U.  P.  Ry.,*30,  31 
Reed  City,  Mich.: 

Depot,  Junction  Passenger,*  329 
Richmond,  Va. : 

Depot,  Terminal  Passenger,  A.  C.  L.,  366-368 

Engine-house,  R.  &  A.  R.  R.,  1S7,  1S8 

Freight-house,  Terminal,  R.  &  A.  R.  R.,*  224 

Sand-house,  R.  tS:  A.  R.  R.,*  74,  75 
Richmond  &  .■\llegh-iny  Railroad  ; 

Car-sheds,  Temporary,*  48 

Coal-chutes,  Scottsville,  Va.,*  150 

Depot.  Combination,  Class  "A,"*  251 
Combination,  Class  "  B,"*  251,  252 
Passenger,  Single-story,*  288,  28g 
Passenger,  Two-story,*  28g 

Engine-house,  Richmond,  Va. ,  187,  188 

Freight-house,  Terminal,  Richmond,  Va.,*  224 

Sand-house,  Richmond,  Va.,*  74.  75 

Signal-tower  on  Depot  Building,*  42 

Watchman's  Shanty,  Octagonal,*  2,  3 
Square,*  2 
Richmond  &  Danville  Railroad  : 

Depot,  Passenger,  Charlotte,  N.  C,  315 
Roanoke,  Va. : 

Engine-house,  N.  &  W.  R.  R.,*  183,  184 
Rochester,  N.  Y. : 

Depot,  Passenger,  N.  Y.,  L.  E.  &  W,  R   R.,  389,  390 
Rockford,  111.: 

Depot,  Passenger,  C,  M.  &  N.  Ry.,  317 
Rye,  N.Y.: 

Depot,  Passenger,  N.  Y.,  N.  W.  &  H.  R.  R.,*  305 

Platform    Shed,   Passenger  Depot,   N.   Y.,  N.  H.  & 
H.  R.  R.,*  242,  243 

Sand-houses  : 

A.,  T.  &  S.  F.  R.  R.,*  75 

C,  B.  &  Q.  R.  R.,  Burlington,  III  ,  76,  77 

General  Remarks,  71-74 


Sand-houses. — Continued. 

L.  V.  R.  R.,  Design,*  77,  78 
Design  for,  79 
Perth  Amboy,  N.  J.,*  76 
Weatherly,  Pa.,  79 
P.  &  R.  R.  R.,  Crcssona,  Pa.,*  78 

Design,*  7O 
P.,  C.  &  St.  L.  Ry.,  Columbus,  O.,  77 
P.  R.  R.,  Sand-drier,  Connemaugh,  Pa.,  78,  79 

Washington,  D.  C.,*  79,  80 
R.  &  A.  R.  R.,  Richmond,  Va.,*  74,  75 
Sand-drier.      .SVt'  Sand-houses. 
Savannah,  Florida  &  Western  Railway  : 
Charleston  &  Savannah  Railroad,  q.v. 
Depot,  Combination,   Hilliard,  Ga.,*  256 
Depots,  Standard  Combination,*  258,  259 
Engine-house,  Way  Cross,  Ga.,*  194,  195 
Freight-house,  Gainesville,  Fla.,*  220 

Terminal,  Jacksonville,  Fla.,*  220 
Platform,  High,  Combination  Depot,  Hilliard,  Ga., 
240 
High,  Freight-house,  Gainesville,  Fla.,  240 
Rail-chair,*  58 
Section  House,*  20,  21 
Warehouse,  Standard  Guano,*  234 
Water-tank,    Standard,    15  ft.    X    16  ft.,  Circular,* 
122,   123 
Sayre,  Pa.: 

Ice-house,  1500-ton,  L.  V.  R.  R.,*  66,  67 
Science  Hill,  Ky. : 

Depot,    Passenger,    C,    N.    O.    &  T.    P.    Ry.,  333, 
334 
Scottsville,  Va. : 

Coal-chutes,  R.  &  A.  R.  R..*  150 
Section   Houses  : 

A.,  T.  &  S.  F.   R.  R.,*  18 

C.  &  O.  Ry.,  Three-room,*  16,  17 

C.  N.  O.  &  T.  P.  R.  R.,  Two-room,  15,  16 

Design  by  W.  B.  Parsons,  Jr.,*  21 

E.  T.,  V.  &  G.  R.  R.,  Three-room,*  16 

Two-room,*  15 
G.,  C.  &  S.  F.  R.  R.,  Standard,*  21,  22 
General  Remarks,  14,  15 
L.  &  N.  R.  R.,  Two-story,*  21 
M.  &  B.  R.  R.,  Standard,  22 
N.  O.  cS:  N.  R.  R.,  Three-room,*  17 
N.  P.  R.  R.,  Two-story,*  19,  20 

White  Men's,*  18 
S..  F.  &  W.  Ry.,*  20,  21 
Section  Tool  houses  : 

A.,  T.  &  S.  F.  R.   R.,  Standard,  10 

C.   S.    Ry.,  Standard     Hand-car   and    Tool-house,* 

9,  10 
Design  by  W.  B.  Parsons,  Jr.,  13 
General  Remarks,  6,  7 
L.  V.  R.  R.,*  12,  13 
M.  &  B.  R.  R.,  13 
N.  P.  R.  R.,*  II,  12 

Double  Hand-car  House,  12 
Single  Hand-car  House,*  12 
P.  k  R.  R.  R.,  Standard,*  10,  11 
P.  R.  K.,  Standard,*  7-9 
U.  P.  Ry.,  Standard,*  9 


498 


INDEX. 


Sewickley,  Pa.: 

Depot,  Passenger,  P.  R.  R.,*  32S,  329 
Seymour,  Ind. : 

Depot,  Passenger,  O.  &  M.  Ry.,  318 
Sheds : 

Car,  46-50.     Sec  Car-sheds. 
Snow,  33-38.     See  Snowsheds. 
Platform,  235-245.     See  Platform-sheds. 
Protection,  for  Mountain-slides,  33-3S.      See  Protec- 
tion-sheds for  Mountain-slides. 
Shelters  : 

General  Remarks,  235-239 

N.  &  W.  R.  R.,*  244 

N.Y.  C.  &  H.   R.   R.,   and  Overhead  Foot-bridge, 

Bedford  Park,  N.  Y.,*  245 
P.  R.    R.,  for   Horses  and  Carriages,  Germantown 
Junction,  Pa.,*  244 
Platform   Shed   and,   for   Passenger  Stations,* 
241,  242 
P.,  W.  &  B.  R.  R.,  244 
Sheridan  Park,  III. ; 

Depot,  Passenger,  C,  M.  &  St.  P.  R.  R.,  336 
Signal  Towers  : 

A.,  T.  &  S.   F.    R.    R.,   One-legged,  Chicago,    111.,* 

44 
C.  R.  R.  of  N.  J.,  Jersey  City,  N.  J.,*  45 
General  Remarks,  39,  40 
L.  V.  R.  R.,  Elevated  Gate-huuse,  Whitehaven,  Pa.,* 

41.  42 
Hillsboro,  N.  J.,*  42,  43 
Jersey  City,  N.  J.,*  43,  44 
Jutland,  N.  J.,*  42 
N.  Y.  C.  &  H.  R.  R.  R.,  and   Bridge,  45 
P.  &  R.  R.  R.,  Octagonal,*  40 

Square,  40 
P.  R.  R.,  Standard,*  42 

Two-legged,  Newark,  N.  J.,*  44 
P.,  W.  &  B.  R.  R.,  Signal  Slation,   40 
R.  &  A.  R.  R.,  On  Depot  Building,*  42 
Sleeping  Quarters  for  Employes  : 
General  Remarks,  28 

L.  V.  R.  R.  Bunk-house,  Jersey  City,  N    J.,*  29 
Bunk-house,  Perth  Amboy,  N.  J.,*  2g,  30 
Snow-sheds  : 

C.  P.  R.  R.,  on  Level  Ground,*  34,  35 

Over  Cuts  or  on  Side  Hills,*  37,  38 
C.  P.  Ry.,*  36,  37 
General  Remarks,  33,  34 
N.  P.  R.  R.,  on  Level  Ground,*  35 
Over  Cuts  or  on  Side  Hills,*  36 
Somerset,  Ky.: 

Depot,  Passenger,  C,  N.  O.  &  T.  P.  Ry.,*  332,  333 
Somerville,  N.  J.: 

Depot,  Passenger,  C.  R.  R.  of  N.  J.,*  29S,  299 
South  Bethlehem,  Pa.: 

Chemical  Laboratory,  L.  V.   R.  R.,  no 
Ice-house,  150-ton,  L.  V.  R.  R.,  65 
South  Easton,  Pa. : 

Coaling  Platform,  L.  V.  R.  R,.  146 
South  Framingham,  Mass. : 

Depot.  Passenger,  B.  &  A.  R   R.,  324,  325 
South  Park,  111.: 

Depot,  Passenger,  I.  C.  R.  R.,  315 


South  Park,  Minn. : 

Depot,  Passenger,  M.  &  N.  R.  R.,*  297,  298 
Southport,  N.  Y.: 

Coal-chutes,  N.  Y.,  L.  E.  &  VV.  R.  R.,  149 
Specifications  : 

A.  G.  S.  R.  R.,  Local  Passenger  Depot,  Fort  Payne, 

Ala.,  ^(55-465 
C.   S.   Ry.,   General,  for    Buildings,   Cattle   Guards, 
Fencing,  Road  Crossings,  Telegraph  Lines,  Turn- 
tables, and  Water  Stations.  470-477 
N.  P.  R.  R.,  General,  Construction  Work,  477-4S4 
P.  L.  W.  of  P.,  Sw.  S.,  Combination  Depots,  Class 
"  A  "  and  "  B,"  465-467 
Local  Passenger  Depot,  Class  "F,"  467-469 
P.   R.   R..   Engine    House,  Mt.    Pleasant    Junction, 
Jersey  City,  N.  J.,  452-455 
Local  Passenger  Depot,  Pottsville,  Pa.,  447-452 
Spokane  &  Idaho  Railroad  : 

Depot,  Combination,  Coeur  d'Alene,  Wash.,  25S 
Spokane  &  Palouse  Railway.     See  Northern  Pacific  Rail- 
road. 
Spokane  Falls,  Wash. : 

Depot,  Passenger,  N.  P.  R.  R.,*  2S9,  290 
Springfield,  Mass. : 

Depot,  Union  Passenger,*  359-363 
Stillwater.  Minn.: 

Depot,  Union  Passenger,  372 
St.  Joseph,  Mo.: 

Depot,  Union  Passenger,  375 
St.  Louis,  Mo. : 

Depot,  Union  Passenger,*  402-40S 

Union  Passenger,  Second  Prize  Design,*  405,  409 
Freight-house,  Terminal,  St.  L.,  K.  &N.  R.  R.,  224, 
225 
St.  Louis,  Iron  Mountain  &  Southern  Railway  : 

Coaling  Platform,*  147 
St.  Louis,  Keokuk  &  Northwestern  Railroad  : 

Freight-house,  Terminal,  St.  Louis,  Mo.,  224,  225 
Stoughton,  Mass.: 

Depot,  Terminal  Passenger,  B.  &  P.  R.  R.,  3S7,  3S8 
St.  Paul,  Minn.: 

Depot,  Frame  Flag,  M.  &  N.  R.  R.,*  266 
Train-shed  of  Union  Passenger.*  427-431 
Union  Passenger,*  427 
St.  Paul  Park  Station  : 

Depot,  Passenger,  C,  B.  &  N.  R.  R.,  311 
Susquehanna,  Pa.: 

Coal-chutes,  N.  Y.,  L.  E.  &  W.  R.  R.,  151 
Oil-mixing  House,  N.  Y.,  L.  E.  &  W.  R.  R.,*  100,  loi 

Tabor,  Pa.: 

Depot.  Frame  Flag,  P.  &  R.  R.  R.,*  26S,  269 
Tamaqua,  Pa.: 

Depol,  Passenger,  C.  R.  of  N.  J.,*  292 
Terminal  Passenger  Depots  ; 

A.  C.  L.,  Richmond,  Va.,  366-368 
Atchison,  Kan.,  Union,  372,  373 
Atlantic  City,  N.  J.,  P.   &   R.  R.  R.,  3S7 
Baltimore,  Md.,  P.  R.  R.,*  377-379 

B.  &   O.    R.    R  ,   Passenger   Train-shed,    Pittsburg, 
Pa.,   421 

B.  &  P.  R.  R  ,  Boston.  Mass.,  3S8 
Stoughton.  Mass.,  3S7,  38S 


INDEX. 


499 


Terminal  Passenger  Depots. — Continued. 
Biimingham,  Ala.,  Union,  36S 
Boston,  Mass..  B.  &  P.  R.  R.,  3SS 

Ferry  Passenger  Terminus,  B.,  R.  B.  &  L.  R.  R., 
421 

N.  Y.  &  N.  E.  R.  R.,  387 
B.,  R.  B.  &  L.  R.   R.,  Ferry  Passenger  Terminus, 

Boston,  Mass..   421 
Buffalo,  N.  Y.,  Proposed  Union,  3SS,  3S9 
C.  &N.  R.  R.,  Union,  Cheyenne,  Wyo.,  376,  377 
C.  &  Nw.  R.  R..  Chicago,  111.,*  399,  400 

Milwaukee,  Wis.,  371 
C.  &  O.  Ry.,  Cincinnati,  O.,  392 
C.  &  W.  I.  R.  R.,  Chicago,  111.,  401 
C.  E.  T.  Ry.,  Proposed,  Chicago,  111.,*  424-427 
Chicago,  111.,  Union,  Canal  Street,  368-371 

Union,  Van  Buren  Street,  401 
Cincinnati,  O..  Union,  390,  391 
C,  M.  &  St.  P.  Ry.,  Milwaukee,  Wis.,  371, ,372 
C.  P.  R.  R.,  Oakland,  Cal.,  424 
C.  P.  Ry.,  Montreal,  Can.,*  393 
C.  R.  R.  of  N.  J.,  Jersey  City,  N.  J.,*  431-436 

C.  R.  R.,  Union,  Concord,  N.  H.,*  364,  365 
Denver,  Col.,  Union,  375,  376 

Design,  Second-prize,  Union,  St.  Louis,  Mo.,*  408,  409 
Detroit,  Mich.,  Union,  Fort  Street,*  395 

D.  P.  R.  R.,  Union,  Cheyenne,  Wyo.,  376,  377 
Ferry   Passenger  Terminus,    Boston,  Mass.,  Boston, 

R.  B.  &  L.  R.  R.,  421 

New  York,  N.  Y.,  W.  S.  R.  R  ,  421 
General  Remarks,  338-358 
Hartford,  Conn.,  Union,  35S,  339 
I.  C.  R.  R.,  Proposed,  Chicjgo,  111.,  *422-424 

Proposed  Train-shed,   New  Orleans,   La.,*  422 
Indianapolis,  Ind.,  Union,*  376 
Kansas  City,  Mo.,  Union,*  373,  374 
L.  &  N.  R.  R.,  Louisville,  Ky.,*  390 
Leavenworth,  Kan.,  Union,  375 
M.  C.  R.  R.,  Detroit,  Mich.,  393-395 
N.  Y.  &  N.  E.  R.  R.,  Boston,  Mass.,  3S7 
N.  Y.  C.  &  H.  R.  R.  R.,   Forty-second  Street,  New 

York,  N.  Y.,*43i 
N.  Y.,  L.  E.  &  W.  R.  R.,  Jersey  City,  N.  J.,*  409 

Rochester,  N.  Y.,  3S9,  390 
N.  Y.,  N.  H.  &  H.  R.  R  ,  Train-shed,  New   Haven, 

Conn.,*  377 
Ogden,  Utah,  Union,  376 
Omaha,  Neb.,  Union,  424 
P.  &  R.  R.  R.,  Atlantic  City,  N.  J.,  387 

Terminal  Railroad,  Philadelphia,  Pa  ,*  436-446 
P.,  C.  &  St.  L.  Ry.,  Cincinnati,  O.,  391,  392 
Portland,  Me.,  Union,  365,  366 
Providence,  R.  I.,  Proposed  Union,  366 
P.  R.  R.,  Broad  Street,  Philadelphia,*  381-386 

Charles  Street,  Baltimore,  Md.,*  377-379 

Harrisburg,  Pa.,*  377 

New,  Jersey  City,  N.  J.,*  412-421 

Old,  Jersey  City,  N.  J.,  409-412 

Proposed  Extension  of,  Broad  Street,  Philadel- 
phia, Pa.,*  446 

Washington,  D.  C.,*  379-3S1 

West  Philadelphia,  Pa.,  381 
Pueblo,  Col.,  Union,  375,  376 


Terminal  Passenger  Depots. — Continued. 
St.  Joseph,  Mo.,  Union,  375 

Union,*  402-40S 
St.   Louis,  Mo.,  Union,*  402-408 

Union,  Second-prize  Design,*  408,  409 
St.  Paul,  Minn.,  Train-shed  of  Union,*  427-431 

Union,*  427 
Springfield,  Mass.,  Union,*  359-363 
Stillwater,  Minn.,  Union,  372 

Train  shed,   Passenger,   New  Haven,  Conn.,   N.  Y., 
N.  H.  &  H.  R.  R.,*377 

Passenger,  Pittsburg,  Pa.,  B.  &  O.  R.  R.,421 
Proposed,   New  Orleans,    La.,    I.    C.    R.    R.,* 

422-424 
Union  Passenger  Depot,  St.  Paul.  Minn.,*  427 
U.  P.  Ry.,  Union,  Cheyenne,  Wyo.,  376,  377 
W.  C.  Ry.,  Chicago,  III,  395-399 
W.  S.  R.  R.,  Ferry  Passenger  Terminus,  New  York, 

N.  Y.,*42i 
Worcester,  Mass.,  Union,  363,  364 
Terrace  Park  Station,  Buffalo,  N.  Y.: 

Depot,  Passenger,  N.  Y.  C.  &  H.  R.  R.  R.,  320 
Towanda,  Pa. ; 

Engine-house,  L.  V.  R.  R.,*  197 
Towers : 

Signal,  39-45.      See  Signal  Towers. 
Train-sheds  : 

B.  &  O.  R.  R.,  Passenger,  Pittsburg,  Pa.,  421 

I.  C.  R.  R.,  Proposed,  New  Orleans,  La.,*  422 

N.  Y.,  N.  H.  &  H.  R.  R.,  Passenger,   New  Haven, 

Conn.,*  377 
St.  Paul,  Minn.,  Union  Passenger  Depot,*  427 
Terminal  Passenger  Depots,  q.v. 

Union  Elevated  Railroad  : 

Coaling  Station,  East  New  York,  Brooklyn,  N.  Y.,* 
164.  165 
Union  Pacific  Railway  : 

Depot,  Combination,*  260 

Union  Passenger,  Cheyenne,  Wyo.,  376,  377 

Dwelling-house,*  26,  27 

Oil-house,  Denver,  Col.,  86,  87 

Platform,  Low,  Combination  Depots,  240 

Reading-room,*  30,  31 

Section  Tool-house,  Standaid,*  9 

Water-tank,  Standard,  16  ft.  X  24  ft..  Circular,*  129 
Utica,  N.  Y. ; 

Depot,  Passenger,  D.  &  H.  C.  Co.,  317 

Velasco,  Tex.; 

Coaling  Station,*  165 

Waban,  Mass.: 

Depot,  Flag,  B.  &  A.  R.  R.,  277 
Wabash,  St.  Louis  &  Pacific  Railway  : 

Coal-chute,  Standard,*  152 

Coal-chutes,  Black  Diamond  Mine,*  153 

Depot,  Combination,*  255,  256 

Platform,  Low,  Combination  Depots,  239,  240 

Water-tank,  Standard,  16  ft.  X  24  ft.,  Circular,  iig, 
120 
Walkerville,  Ont.: 

Depot.  Passenger,  322 


500 


JNDEX. 


Wallula,  Wash.; 

Car-shed,  Frame,  N.  P.  R.  R.,*4S,  49 
Washington,  D.  C: 

Depot,  Terminal  Passenger,  P.  R.  R.,*  379-381 
Oil-house,  Brick,  P.  R.  R.,*  88,  89 
Sand-house,  P.  R.  R.,*  79,  80 
Watchman's  Shanties  : 
A.  V.  R.  R.,  3 

Design,  by  W.  B.  Parsons,  Jr.,  5 
General  Remarks,  I,  2 
L.  V.  R.  R.,*4 
N.  &  VV.  R.  R.,*  5 
P.  &  R.  R.  R.,*  3 

P.  R.  R.,  N.  Y.  D.,  of  Limited  Width,*  4 
P.  R.  R.,  Standard,  5 
R.  &  A.  R.  R.,  Octagonal,*  2,  3 
Square,*  2 
Water  Stations  : 

A.,  T.  &  S.  F.  R.  R.,  Standard,  16  ft.  X  24  ft..  Cir- 
cular Water-tank,  124 
C.  S.  Ry.,  Standard,  16  ft.  X  24  ft.,  Circular  Water- 
tank,  120 
C,  St.   P.  cS:  K.  C.  Ry.,  Standard,  16  ft.  X  24  ft.. 

Circular  Water-tank,*  123 
Design,  General,  of  a  Circular  Water-tank,*  118,  119 
General  Remarks,  113-118 

L.    V.    R.    R..    Standard,    16  ft.  X  20  ft.,  Circular 
Water-tank,*  126,  127 
Standard,  16  ft.  X  30  ft.,  Circular  Water-tank,* 
127-129 
N.  P.  R.  R.,  High  Water-tank,*  125,  126 

Standard,  16  ft.  X  16  ft..   Circular  Water-tank, 

124 
Standard,   16  ft.  X  24  ft.,  Circular  Water-tank, 
124,  125 
P.  &  R.  R.  R..  Square  Water-tank,*  119 
P.  R.  R.,  Feed  Water-trough,  129 

Standard,   14  ft.  X  18  ft..  Circular  Water-tank, 

122 
Standard,  14  ft.  X  22  ft..  Circular  Water-tank,* 
120-122 
S.,  F.  &  W.  Ry.,  Standard,  15  ft.  X  16  ft..  Circular 

Water-tank,*  122,  123 
U.  P.  Ry.,  Standard,  16  ft.  X  24  ft.,  Circular  Water- 
tank,  I2g 
W.,  St.  L.  &  P.  Ry.,  Standard,  16  ft.  X  24  ft..  Cir- 
cular Water-tank,  119,  120 
Water-tanks.     See  Water  Stations. 
Water-trough  : 

Feed,  Pennsylvania  Railroad,  129 
Waverly,  N.  Y.: 

Coal-chutes,  New,  N.  Y.,  L.  E.  &  W.  R.  R.,  150 
Old,  N.  Y.,  L.  E.  &  W.  R.  R.,  151 
Waycross,  Ga. : 

Engine-house,  S.,  F.  &  W.  Ry.,*  194,  195 
Wayne  Station,  Pa.: 

Depot,  Frame  Flag,  P.  R.  R.,*  267 


Weatherly,  Pa.  : 

Sand-house,  L.  V.  R.  R.,  79 
Weehawken,  N.  J.: 

Freight-pier   Shed,    Terminal,    W.    S.    R.   R.,   231, 
232 
Terminal,  N.  Y.,  L.  E.  &  W.  R.  R.,*  232 
Terminal,   Pier  B,   N.  Y.,  L.  E.  &  W.   R.  R., 
232 

Platform,    High,    Terininal    Freight-house,    N.    Y., 
L.  E.  &  W.  R.  R.,  240 
Wellesley  Hills,  Mass.: 

Depot,  Flag,  B.  &  A.  R.  R.,  277 
West  Philadelphia,  Pa.: 

Coaling  Platform,  P.  R.  R.,  148 

Depot,  Terminal  Passenger,  P.  R.   R.,  381 

Engine-house,  Shops,  P.  R.  R.,  175-177 
31st  Street,  P.  R.  R.,*  177-180 

Oil-house,  Brick,  P.  R.  R.,  85,  86 
West  Shore  Railroad  : 

City- Freight-pier  Shed,  Terminal,  New  York,  N.Y.,* 
233,  234 

Depot,  Frame  Flag,  269,  270 
Passenger,  320 

Ferry  Passenger  Terminus,  New  York.  N.  Y.,*42i 

Freight-pier  Shed,    Terminal,    Weehawken,    N.    J., 
231,  232 

PlatforiTis,  Standard,*  241 
Whitehaven,  Pa.: 

Elevated  Gate-house,  L.  V.  R.  R.,*  41,  42 
Wichita,  Kan.: 

Depot,  Passenger,  A.,  T.  &  S.  F.  R.  R.,*33i 
Williamsburg,  Va. : 

Depot,   Combination,  and   Office   Building,  C.  &  O. 
Ry  ,*  257 
Wilkesbarre,  Pa. : 

Coal-chutes.  L,  V.  R.  R.,*  153 

Depot,  Passenger,  L.  V.  R.  R.,*  300,  301 

Engine-house,  L.  V.  R.  R.,*  196,  197 
Wilmerding,  Pa.; 

Employes'  Homes  of  Westinghouse  Air-brake  Co. ,27 
Windsor  Park,  111.; 

Depot,  Passenger,*  337 
Wisconsin  Central  Railway  : 

Depot,  Terminal  Passenger,  Chicago,  111.,  395-399 

Derrick  Coal-shed,*  141,  142 

Engine-house,  Ashland,  Wis.,*  195,  196 
Wissahickon,  Pa.: 

Depot,  Passenger,  P.,  G.  &  C.  H.  R.  R.,*  325-328 
Woodland,  Mass,: 

Depot,  Flag,  B.  &  A.  R.  R.,  277 
Worcester,  Mass.: 

Depot,  Union  Passenger,  363,  364 

Yards  : 

Car-cleaning,  46-50.     See  Car-cleaning  Yards. 
Yonkers,  N.  Y.: 

Depot,  Passenger,  N.  Y.  &  N.  R.  R.,*3I4,  315 


